JP3622355B2 - Control device for automatic transmission - Google Patents

Control device for automatic transmission Download PDF

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Publication number
JP3622355B2
JP3622355B2 JP22311696A JP22311696A JP3622355B2 JP 3622355 B2 JP3622355 B2 JP 3622355B2 JP 22311696 A JP22311696 A JP 22311696A JP 22311696 A JP22311696 A JP 22311696A JP 3622355 B2 JP3622355 B2 JP 3622355B2
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JP
Japan
Prior art keywords
determination
control
engagement
throttle
state
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
Application number
JP22311696A
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Japanese (ja)
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JPH1047471A (en
Inventor
芳輝 伊藤
Original Assignee
スズキ株式会社
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Filing date
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Priority to JP22311696A priority Critical patent/JP3622355B2/en
Publication of JPH1047471A publication Critical patent/JPH1047471A/en
Application granted granted Critical
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Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a control device for an automatic transmission, and even when the engine speed is high, the occurrence of a shock due to a change from a driven state to a driven state can be reliably prevented while the direct coupling clutch is engaged. The present invention relates to a control device for an automatic transmission.
[0002]
[Prior art]
The vehicle is provided with an automatic transmission or a manual transmission in order to convert the driving force of the mounted internal combustion engine as required according to the running conditions.
[0003]
In an automatic transmission (automatic transmission, AT), usually, a shift map including a vehicle speed and a throttle opening is set, and shift control is performed using this shift map.
[0004]
A control device for the automatic transmission is disclosed in Japanese Patent Publication No. 63-16628. The vehicle automatic transmission control method disclosed in this publication is a vehicle automatic transmission control method including a torque converter, a gear transmission mechanism that is switched between a plurality of shift stages, and a direct coupling clutch that directly connects the torque converter. Then, based on a plurality of input signals including a signal relating to the accelerator pedal depression amount, the gear transmission mechanism is switched between a plurality of shift stages, and the direct coupling clutch is switched between engagement and disengagement. When the pedal depression amount is substantially zero, the direct clutch is set to the disengaged state regardless of other conditions, and when the accelerator pedal depression amount is substantially greater than zero, the other conditions are met for a predetermined time. Regardless of, the engagement of the direct coupling clutch is suppressed.
[0005]
[Problems to be solved by the invention]
By the way, in the conventional automatic transmission control device, in a region where the engine speed is high, the driven state remains in the driven state even when the throttle opening is slightly released.
[0006]
Even in this driven state, the direct clutch is engaged after a predetermined time. Thereafter, when the accelerator pedal is further depressed, the internal combustion engine is driven, so that the direct coupling clutch remains engaged and the driven state is changed to the driving state, and a shock is generated.
[0007]
More specifically, as shown in FIG. 14, when the accelerator pedal is depressed from the point A state to the point A ′ state, the driven region is shifted to the driving region, and after a predetermined time, the torque converter clutch The engagement of the direct coupling clutch is permitted.
[0008]
However, as shown in FIG. 14, when the accelerator pedal is depressed from the state of point B to become the state of point B ′, it is in the driven region. And although it is a driven region, since the engagement of a direct coupling clutch is permitted after a predetermined time, the engaging operation of the direct coupling clutch in a driven state occurs.
[0009]
If the accelerator pedal is further depressed from this state, the drive region shifts to the drive region, and the change from the driven state to the drive state occurs while the direct clutch remains engaged. It is what happens.
[0010]
[Means for Solving the Problems]
Accordingly, in order to eliminate the above-described disadvantages, the present invention provides a control device for an automatic transmission that has a direct coupling clutch in a torque converter and has control means for controlling to engage / release the direct coupling clutch according to a predetermined condition. A throttle sensor is provided for detecting the throttle opening, and when the detection signal from the throttle sensor is input and the engagement of the direct clutch is prohibited by the throttle fully closed, the throttle is not fully closed and the throttle fully closed is not fully closed. Control is performed to allow the engagement of the direct coupling clutch when the condition that the engine speed has increased to a predetermined value or more from the engine speed at the time other than the closed state is satisfied. A function is provided in addition to the control means.
[0011]
DETAILED DESCRIPTION OF THE INVENTION
As a result of the invention as described above, when the detection signal from the throttle sensor is input and the engagement of the direct coupling clutch is prohibited by the throttle fully closed, the throttle is not fully closed and the throttle fully closed state is changed to a state other than the throttle fully closed state. When the condition of the driving state in which the engine speed has increased to a predetermined value or more from the engine speed at that time is satisfied, the control means controls to permit the engagement of the direct clutch, and the throttle is fully closed. When the throttle valve is opened from the state, even when the engine speed is high, the occurrence of a shock due to the change from the driven state to the driven state is reliably prevented while the direct clutch is engaged.
[0012]
【Example】
Embodiments of the present invention will be described below in detail with reference to the drawings.
[0013]
1 to 7 show a first embodiment of the present invention. 3 and 4, reference numeral 2 denotes an automatic transmission connected to an internal combustion engine (not shown) mounted on a vehicle (not shown).
[0014]
This automatic transmission 2 includes an input shaft 4 connected to an output shaft (not shown) of an internal combustion engine, a fluid torque converter 6, and bypasses the torque converter 6 to make the input shaft 4 an output shaft of the torque converter 6. A direct coupling clutch 8 directly coupled to 6a and a shaft connected to the output shaft 6a of the torque converter 6 are used as an input shaft 10 for giving some speed change characteristics to drive the drive wheels of the vehicle to the output shaft 12. And a gear transmission mechanism 14 for outputting a driving force.
[0015]
The gear transmission mechanism 14 includes a first carrier 16 connected to the input shaft 10, a first planetary pinion 18 carried by the first carrier 16, a first sun gear 20 that meshes with the first planetary pinion 18, and A first ring gear 22, a first one-way clutch 24 provided between the first carrier 16 and the first sun gear 20, and a first clutch 26 that selectively couples the first carrier 16 and the first sun gear 20. And an overdrive mechanism including a first brake 28 for selectively fixing the first sun gear 20 to a housing (not shown).
[0016]
The gear transmission mechanism 14 includes a second clutch 34 and a third clutch 36 that selectively connect the intermediate shaft 30 and the sun gear shaft 32 to the first ring gear 22, and a second ring gear 38 that is connected to the intermediate shaft 30. The second sun gear 40 connected to the sun gear shaft 32 and the second planetary pinion 44 carried by the second carrier 42 engaged with the second ring gear 38 and the second sun gear 40 and connected to the output shaft 12. A third sun gear 46 connected to the sun gear shaft 32, a third ring gear 48 connected to the output shaft 12, and a third planetary pinion 50 meshed between the third sun gear 46 and the third ring gear 48. The second carrier 52 for carrying the third planetary pinion 50 and the second gear for selectively fixing the sun gear shaft 32 to a housing (not shown). A rake 54, a third brake 58 that selectively fixes the sun gear shaft 32 to a housing (not shown) via a second one-way clutch 56, and a third carrier 52 that rotates in one direction with respect to the housing (not shown). And a third brake 52 that selectively fixes the third carrier 52 to a housing (not shown), and has a transmission that achieves, for example, three forward speeds and one reverse speed. .
[0017]
The direct coupling clutch 8 of the automatic transmission 2 and the first and second one-way clutches 24 and 56 of the gear transmission mechanism 14 and the first to third clutches 26, 34, and 36, the first to fourth brakes 28, 54, 58, 62 has a configuration in which hydraulic pressure is selectively supplied or discharged by the automatic transmission hydraulic control means 64 to selectively achieve the engaged or disengaged state of the direct coupling clutch 8 and to perform auto drive. Changeover setting is performed between the four forward speeds and the reverse one speed.
[0018]
The automatic transmission hydraulic control means 64 is controlled by three solenoids: a solenoid 66 for the direct coupling clutch 8 that is a torque converter clutch, and first and second solenoids 68 and 70 for the gear transmission mechanism 14. is there.
[0019]
Then, a control means 72 for communicating with the solenoid 66 and the first and second solenoids 68 and 70 is provided, and the control means 72 controls the direct coupling clutch 8 to be engaged / released according to a predetermined condition.
[0020]
Further, a throttle sensor 74 for detecting the throttle opening of a throttle valve (not shown) is provided, and when the detection signal from the throttle sensor 74 is inputted and the engagement of the direct clutch 8 is prohibited due to the throttle being fully closed, the throttle is not fully closed. In addition, the control means 72 is additionally provided with a function of controlling to permit the engagement of the direct coupling clutch 8 when the condition of the drive state is satisfied.
[0021]
More specifically, as shown in FIGS. 5 and 6, the control means (ECU) 72 includes a throttle sensor 74, a vehicle speed sensor 76 for detecting the vehicle speed, and an engine speed detecting means 78 for detecting the engine speed. A shift switch (SW) 80 is provided in connection.
[0022]
The control means 72 determines the driving state by comparing a preset value of the engine speed from the engine rotation detecting means 78 as a table with the throttle opening from the throttle sensor 74.
[0023]
Further, as shown in FIG. 5, the control means 72 includes a shift speed calculation means 82 in which a shift switch (SW) 80, a throttle sensor 74, and a vehicle speed sensor 76 communicate with each other, a throttle sensor 74, and an engine speed detection means 78. Engaging prohibition determining means 84, a throttle sensor 74, a vehicle speed sensor 76, a shift speed calculating means 82, and a first control means 86 for the direct coupling clutch 8 serving as a torque converter clutch, which are in communication with each other. , And a second control means 88 for the first and second solenoids 68 and 70 to which the gear position calculating means 82 communicates.
[0024]
Next, the operation will be described along the main control flowchart of the control device for the automatic transmission of FIG.
[0025]
When the main control program of the control device for the automatic transmission is started (100), the signal from the shift switch (SW) 80 is taken in (102) and the detection signal from the throttle sensor 74 is taken (104), and the vehicle speed sensor 76 is taken. Is detected (106), and a detection signal from the engine speed detecting means 78 is acquired (108).
[0026]
Then, the shift speed is calculated (110) from the shift switch (SW) 80, the throttle sensor 74, and the vehicle speed sensor 76 according to the shift map of the shift speed calculation means 82, and the first and second solenoids 68 and 70 are used. The second control means 88 performs ON / OFF combination control (112) of the first and second solenoids 68 and 70 in accordance with the gear position.
[0027]
Thereafter, in order to make the engagement prohibition determination, the signals from the throttle sensor 74 and the engine speed detection means 78 are taken into the engagement prohibition determination means 84 (114).
[0028]
The engagement prohibition determination means 84 determines whether or not the engagement is prohibited (116). If the determination (116) is YES, that is, if the engagement permission flag is zero (0), the throttle sensor 74, the vehicle speed sensor 76, and the gear position calculation means 82 determine the first control means 86 according to the engagement diagram, and the first control means 86 for the direct connection clutch 8 that is the torque converter clutch directly connects the torque converter clutch. The clutch 8 is released (118), and the process returns to the process for taking in a signal from the shift switch (SW) 80 (102).
[0029]
Further, when the determination (116) is NO, that is, when the engagement permission flag is 1, the process proceeds to the determination process (120) of the engagement state of the direct coupling clutch 8 which is a torque converter clutch, and the direct coupling clutch 8 is engaged. If the determination (122) is NO, the process proceeds to the release process (118) of the direct coupling clutch 8. If the determination (122) is YES, the direct coupling clutch 8 is determined. Is engaged (124), and the process returns to the process (102) for capturing a signal from the shift switch (SW) 80.
[0030]
Here, a description will be given along the flowchart of the engagement prohibition determination control of the automatic transmission control device of FIG.
[0031]
When the engagement prohibition determination control program starts (200), it is determined whether the throttle opening is in the fully closed state (202). If this determination (202) is NO, engagement is permitted. The process proceeds to the determination (204) of whether or not the flag is 1, and when the determination (202) is YES, the engagement permission flag is set to zero (0) (206), and after the timer is cleared (208), The engagement prohibition determination control program is ended (220).
[0032]
If the determination (204) of whether or not the engagement permission flag is 1 is YES, the process proceeds to the end (220) of the engagement prohibition determination control program, and if the determination (204) is NO. Performs an engagement determination throttle opening search process (210), and determines whether the actual throttle opening is equal to or greater than the engagement determination throttle opening (212) (see FIG. 2).
[0033]
If the determination (212) whether or not the actual throttle opening is equal to or greater than the engagement determination throttle opening is NO, the timer clear process (208) is performed, and then the engagement prohibition determination control program is executed. When the determination (212) is YES, the timer (T) is counted up (214), and the timer (T) is set to the engagement permission delay time (T 0 ) The process proceeds to the determination (216) of whether or not the above.
[0034]
If this determination (216) is NO, the engagement prohibition determination control program is ended (220). If the determination (216) is YES, the engagement permission flag is set to 1 (218), and then The engagement prohibition determination control program is ended (220).
[0035]
For this reason, after the direct coupling clutch 8 is released in the fully closed state, the driving state is entered and the engagement of the direct coupling clutch 8 is permitted after a predetermined time has elapsed, and the direct coupling clutch 8 is engaged in the driven state. There is nothing to do. Therefore, the state where the direct coupling clutch 8 is engaged is not changed from the driven state to the driving state, and no shock is generated.
[0036]
As a result, when the throttle valve is opened from the fully closed state, even if the engine speed is high, the direct coupling clutch 8 remains engaged and the occurrence of shock due to the change from the driven state to the driven state is ensured. This is practically advantageous.
[0037]
Further, since it can be dealt with only by changing the program in the control means 72, there is no possibility that the configuration will be complicated, the production is easy, the cost can be kept low, and it is economically advantageous. is there.
[0038]
8 and 9 show a second embodiment of the present invention. In the second embodiment, portions having the same functions as those of the first embodiment will be described with the same reference numerals.
[0039]
In the first embodiment described above, the control means determines the driving state by comparing a preset value as a table of engine speed from the engine speed detection means with the throttle opening from the throttle sensor. However, the feature of the second embodiment is that the control means determines the drive state by comparing a preset value and the speed ratio of the torque converter.
[0040]
Here, the time lag in the configuration of the first embodiment will be described. As shown in FIG. 8, as the characteristics of the torque converter, the transmission torque = 0 when the speed ratio = 1.0 and the speed ratio is 1.0. If it is less, the drive state is entered.
[0041]
Further, when the throttle valve is opened from a driven state where the speed ratio exceeds 1.0, the engine torque can be transmitted to the drive wheels when the engine speed increases and the speed ratio becomes less than 1.0. .
[0042]
For this reason, it takes time until the actual drive state is reached after the determination throttle opening is exceeded.
[0043]
And in 2nd Example, the said control means will be in a drive state at the time of determination by judging the drive state using the slip of a torque converter, and until the engagement permission of a direct coupling clutch is carried out. The delay time may be zero.
[0044]
Here, a description will be given along the flowchart of the engagement prohibition determination control of the automatic transmission control device of FIG.
[0045]
When the engagement prohibition determination control program is started (300), it is determined whether the throttle opening is in the fully closed state (302). If this determination (302) is NO, engagement is permitted. The process proceeds to the determination (304) of whether or not the flag is 1, and when the determination (302) is YES, the engagement permission flag is set to zero (0) (306), and after the timer clear (308) is performed, The engagement prohibition determination control program is ended (320).
[0046]
If the determination (304) of whether or not the engagement permission flag is 1 is YES, the process proceeds to the end (320) of the engagement prohibition determination control program, and if the determination (304) is NO. Performs the calculation (310) of the speed ratio of the torque converter. The speed ratio of this torque converter is obtained by the following equation.
[0047]
After calculating the speed ratio of the torque converter, the engagement permission speed ratio e where the speed ratio of the torque converter is a preset value. 0 It is determined (312) whether or not:
[0048]
If the determination (312) is NO, the timer clear process (308) is performed, and then the engagement prohibition determination control program is ended (320). If the determination (312) is YES, The timer (T) counts up (314), and the timer (T) counts the engagement permission delay time (T 0 ) The process proceeds to the determination (316) of whether or not the above.
[0049]
If this determination (316) is NO, the engagement prohibition determination control program is ended (320). If the determination (316) is YES, the engagement permission flag is set to 1 (318), and then The engagement prohibition determination control program is ended (320).
[0050]
Then, as in the first embodiment described above, even when the engine speed is high, it is possible to reliably prevent the occurrence of shock due to the change from the driven state to the driven state while the direct clutch is engaged. This is practically advantageous.
[0051]
In addition, the determination of the drive state can be performed reliably without being affected by the deviation of the correlation between the engine output torque and the throttle opening due to the presence or absence of auxiliary machinery driving or the decrease in output due to high altitude traveling. .
[0052]
Further, since it can be dealt with only by changing the program in the control means, there is no possibility of making the configuration complicated as in the case of the first embodiment, and the production is easy and the cost is kept low. Can be economically advantageous.
[0053]
FIG. 10 shows a third embodiment of the present invention.
[0054]
The feature of this third embodiment is that the engine speed has increased to a predetermined value or more from the engine speed when the control means has changed from the throttle fully closed state to a state other than the throttle fully closed state. In this case, the driving state is determined.
[0055]
Here, a description will be given along the flowchart of the engagement prohibition determination control of the automatic transmission control device of FIG.
[0056]
When the engagement prohibition determination control program starts (400), it is determined whether the throttle opening is in the fully closed state (402). If this determination (402) is NO, engagement is permitted. The process proceeds to the determination (404) of whether or not the flag is 1, and when the determination (402) is YES, the engagement permission flag is set to zero (0) (406), and after the timer is cleared (408), The engagement prohibition determination control program is ended (422).
[0057]
If the determination (404) on whether or not the engagement permission flag is 1 is YES, the process proceeds to the end (422) of the engagement prohibition determination control program, and if the determination (404) is NO. Determines (410) whether or not a state other than the throttle fully closed state has been reached from the throttle fully closed state.
[0058]
When this determination (410) is YES, the engagement permission engine speed increase amount ΔNe which is a predetermined value set in advance for the engine speed. 0 Is added to drive state determination engine speed Ne 0 (412), and the engine speed is the drive state determination engine speed Ne. 0 The process proceeds to determination (414) of whether or not the above is satisfied, and when the above-described determination (410) is NO, the engine speed remains as it is in the drive state determination engine speed Ne. 0 It shifts to judgment (414) of whether it is above.
[0059]
When the determination (414) is NO, after the timer clear process (408) is performed, the engagement prohibition determination control program is ended (422). When the determination (414) is YES, The timer (T) counts up (416), and the timer (T) counts the engagement permission delay time (T 0 ) The process proceeds to determination (418) of whether or not the above is true.
[0060]
If this determination (418) is NO, the engagement prohibition determination control program is ended (422). If the determination (418) is YES, the engagement permission flag is set to 1 (420). The engagement prohibition determination control program is ended (422).
[0061]
Then, as in the first and second embodiments described above, even when the engine speed is high, a shock is generated due to a change from the driven state to the driven state while the direct clutch is engaged. This can be reliably prevented and is practically advantageous.
[0062]
In addition, the determination of the driving state is not affected by the deviation of the correlation between the engine output torque and the throttle opening due to the presence or absence of auxiliary machine driving or the decrease in output due to traveling at high altitude, etc. Similarly, a reliable determination can be made.
[0063]
Further, since it can be dealt with only by changing the program in the control means, as in the first and second embodiments described above, there is no possibility that the configuration will be complicated, the production is easy, and the cost is reduced. It can be kept inexpensive and is economically advantageous.
[0064]
11 to 13 show a fourth embodiment of the present invention.
[0065]
A feature of the fourth embodiment is that the control means sets in advance a drive state determination engine speed that can be determined to be in the drive state as a turbine speed table, and sets the engine speed and the drive state determination engine speed. The driving state is determined by comparing with the number.
[0066]
Here, a description will be given along the flowchart of the engagement prohibition determination control of the automatic transmission control device of FIG.
[0067]
When the engagement prohibition determination control program is started (500), it is determined whether the throttle opening is in the fully closed state (502). If this determination (502) is NO, engagement is permitted. The process proceeds to the determination (504) of whether or not the flag is 1, and if the determination (502) is YES, the engagement permission flag is set to zero (506) (506), and after the timer is cleared (508), The engagement prohibition determination control program is ended (520).
[0068]
If the determination (504) of whether or not the engagement permission flag is 1 is YES, the process proceeds to the end (520) of the engagement prohibition determination control program, and if the determination (504) is NO. Is the drive state determination engine speed Ne 0 Search (510) is performed. This drive state determination engine speed Ne 0 Is preset as a turbine speed table as shown in FIG. 12, or as a vehicle speed table as shown in FIG.
[0069]
Drive state determination engine speed Ne 0 After the search, the engine speed is the drive state determination engine speed Ne. 0 A determination is made whether or not this is the case (512).
[0070]
If the determination (512) is NO, the timer clear process (508) is performed, and then the engagement prohibition determination control program is ended (520). If the determination (512) is YES, The timer (T) is counted up (514), and the timer (T) is set to the engagement permission delay time (T 0 ) The process proceeds to determination (516) of whether or not the above is true.
[0071]
When this determination (516) is NO, the engagement prohibition determination control program is ended (520). When the determination (516) is YES, the engagement permission flag is set to 1 (518), and then The engagement prohibition determination control program is ended (520).
[0072]
Then, as in the first to third embodiments described above, even when the engine speed is high, a shock is generated due to a change from the driven state to the driven state while the direct clutch is engaged. This can be reliably prevented and is practically advantageous.
[0073]
Further, the determination of the driving state is not affected by the deviation of the correlation between the engine output torque and the throttle opening due to the presence / absence of driving of the auxiliary machine or the decrease in the output due to the high altitude traveling, and the second and third embodiments described above. A reliable determination can be made in the same manner as the above.
[0074]
Further, since it can be dealt with only by changing the program in the control means, there is no possibility that the configuration will be complicated, as in the first to third embodiments, and the production is easy and the cost is reduced. It can be kept inexpensive and is economically advantageous.
[0075]
【The invention's effect】
As described above in detail, according to the present invention, in the automatic transmission control device having a direct coupling clutch in the torque converter and having control means for controlling to engage / release the direct coupling clutch according to a predetermined condition, A throttle sensor for detecting the throttle opening is provided, and when the detection signal from this throttle sensor is input and the engagement of the direct coupling clutch is prohibited by full closing of the throttle, the throttle is not fully closed and the throttle fully closed state to the throttle other than fully closed A function of controlling to allow the engagement of the direct clutch when the condition that the engine speed has increased to a predetermined value or more from the engine speed when the engine is in a state of Since it is provided in addition to the control means, the direct clutch remains engaged even when the engine speed is high. It is possible to reliably prevent the occurrence of a shock due to the change from the driven state to the drive state, it is practically advantageous. In addition, the determination of the drive state can be performed reliably without being affected by the deviation of the correlation between the engine output torque and the throttle opening due to the presence or absence of auxiliary machinery driving or the decrease in output due to high altitude traveling. . Further, since it can be dealt with only by changing the program in the control means, there is no possibility that the configuration will be complicated, the production is easy, the cost can be kept low, and it is economically advantageous. .
[Brief description of the drawings]
FIG. 1 is a flowchart for engagement prohibition determination control of a control device for an automatic transmission according to a first embodiment of the present invention.
FIG. 2 is a diagram showing a relationship between an engagement determination throttle opening and an engine speed.
FIG. 3 is a configuration diagram of an automatic transmission.
FIG. 4 is a schematic view of an automatic transmission.
FIG. 5 is a schematic block diagram of an automatic transmission.
FIG. 6 is a schematic system diagram of an automatic transmission.
FIG. 7 is a flowchart for main control of the control device for the automatic transmission.
FIG. 8 is a schematic explanatory diagram of a time lag in the second embodiment of the present invention.
FIG. 9 is a flowchart for engagement prohibition determination control of an automatic transmission control apparatus according to a second embodiment of the present invention;
FIG. 10 is a flowchart for engagement prohibition determination control of an automatic transmission control apparatus according to a third embodiment of the present invention;
FIG. 11 is a flowchart for engagement prohibition determination control of an automatic transmission control apparatus according to a fourth embodiment of the present invention;
FIG. 12 shows drive state determination engine speed Ne. 0 It is a figure which shows the relationship between turbine speed.
FIG. 13 shows drive state determination engine speed Ne. 0 It is a figure which shows the relationship between a vehicle speed.
FIG. 14 is a graph showing the relationship between the throttle opening and the engine speed according to the prior art of the present invention.
[Explanation of symbols]
2 Automatic transmission
4 Input shaft
6 Torque converter
8 Direct clutch
14 Gear transmission mechanism
30 Intermediate shaft
32 Sun gear shaft
64 Automatic transmission hydraulic control means
66 Solenoid
68 1st solenoid
70 Second solenoid
72 Control means
74 Throttle sensor
76 Vehicle speed sensor
78 Engine speed detection means
80 Shift switch (SW)
82 Gear speed calculation means
84 Engagement prohibition judging means
86 First control means
88 Second control means

Claims (1)

  1. In a control device for an automatic transmission having a direct coupling clutch in a torque converter and having a control means for controlling to engage / release the direct coupling clutch according to a predetermined condition, a throttle sensor for detecting a throttle opening is provided. When the detection signal from the throttle sensor is input and the engagement of the direct coupling clutch is prohibited by fully closing the throttle, it is determined in advance from the engine speed when the throttle is not fully closed and when the throttle fully closed state is changed to a state other than the throttle fully closed state. The control means is provided with a function of controlling to permit the engagement of the direct coupling clutch when the condition that the engine speed is higher than the set predetermined value is satisfied. A control device for an automatic transmission.
JP22311696A 1996-08-06 1996-08-06 Control device for automatic transmission Expired - Fee Related JP3622355B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP22311696A JP3622355B2 (en) 1996-08-06 1996-08-06 Control device for automatic transmission

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP22311696A JP3622355B2 (en) 1996-08-06 1996-08-06 Control device for automatic transmission

Publications (2)

Publication Number Publication Date
JPH1047471A JPH1047471A (en) 1998-02-20
JP3622355B2 true JP3622355B2 (en) 2005-02-23

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Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2007113735A (en) * 2005-10-21 2007-05-10 Toyota Motor Corp Control device for friction engaging element
JP4939555B2 (en) * 2009-01-08 2012-05-30 本田技研工業株式会社 Control device for lock-up clutch

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