JPH01164860A - Method of controlling lock-up onboard torque converter - Google Patents

Abstract

PURPOSE:To prevent the power characteristic from lowering by setting a range in which lock-up is advantageous and a range in which the release of lock-up is advantageous in accordance with the relationship of transmission torque of the output shaft of a torque converter at each gear stage. CONSTITUTION:In a digital control device 400, a range in which lock-up operation is advantageous and a range in which the release of lock-up operation is advantageous are previously set in accordance with the relationship between a vehicle speed and a torque converter output shaft rotational speed (vehicle speed) at each gear stage, and are stored in a ROM 402. When a running condition is in the range in which the lock-up in advantageous in view of signals from a shift lever sensor position sensor 40, a vehicle speed sensor 420 and a throttle opening degree sensor 430, a lock-up solenoid valve 370 is operated. When the running condition is in the range in which the release of lock-up is advantageous, the lock-up solenoid is released. Thus, it is possible to prevent the power characteristic from lowering, thereby it is possible to aim at enhancing the economy of fuel consumption.

Description

DETAILED DESCRIPTION OF THE INVENTION [Object of the Invention] (Industrial Application Field) The present invention relates to the control of an on-vehicle automatic transmission equipped with a torque converter with a direct coupling clutch, and particularly to automatic lock-up control of a direct coupling clutch.

(Prior Art) Conventional lock-up control of this type of automatic transmission = 3- automatically locks up the direct coupling clutch when the vehicle speed exceeds a certain speed in a certain gear position (e.g., 3rd gear or overdrive). The output shaft of the torque converter is directly connected to the engine output shaft with the direct coupling clutch (lock-up), and at other times the direct coupling clutch is disengaged and the input shaft of the torque converter is connected to the engine output shaft. ing. When the vehicle starts, the torque converter
Since the gear changes according to the load during sudden acceleration and gear changes, it enables smooth starting, smooth acceleration, and smooth gear shifting, and is characterized by being less likely to cause problems such as engine knocking and stalling. ing.

However, under low load conditions and high engine speeds, fluid coupling will occur.
There was a problem in that fuel efficiency deteriorated because gear shifting was not performed and only power loss occurred due to slipping. One way to improve this problem is to use the torque converter with a direct coupling clutch, which I mentioned earlier. By directly connecting (locking up) the engine output shaft to the torque converter output shaft using a direct coupling clutch, power loss is reduced.
Therefore, it is advantageous in terms of fuel consumption.

However, in the past, lock-up was only performed when the speed exceeded a predetermined value, such as in third gear or overdrive, but the improvement in fuel efficiency was minimal, and the engine could knock when the accelerator was depressed deeply. There was a problem that the power performance was insufficient because the torque converter's torque amplification effect could not be obtained.

(Problem to be solved by the invention) In order to take advantage of the fuel efficiency improvement effect of lockup and the gear shifting effect of torque converter, complex control is required as described later, but conventional control is simple. Since only control is possible, a contradiction arises in that if you lock up at a low speed with priority on fuel efficiency, the power performance will be greatly reduced, and conversely, if you lock up at a high speed with priority on power performance, the effect of fuel saving during normal driving will decrease. It can be said that the lock-up vehicle speed setting was the result of a compromise between fuel efficiency requirements and power performance requirements.

The present invention aims to prevent deterioration in power performance and further improve fuel efficiency.

[Structure of the Invention] (Means for Solving the Problems) In the present invention, in order to take advantage of the fuel efficiency improvement effect due to lockup and the shift effect due to the torque converter in each gear position, the Instead of the simple control of locking up the lock-up operation range corresponding to each gear speed above a certain speed as in the past, at least the area where lock-up operation is advantageous and the area where lock-up release is advantageous are controlled by transmission of the torque converter output shaft. It is predetermined based on the torque relationship that lock-up is possible at each gear stage, and in the range where the gear shift effect by the torque converter is effective, the torque converter state is set to prevent a decrease in power performance, and in the range where it is not effective, lock-up is enabled. Furthermore, the lockup control described above is applied to each gear stage, and the lockup is used over a wide range to further improve fuel efficiency.

Further, in the present invention, the lock-up operation region corresponding to each gear stage is determined in advance so that the lock-up operation region is located in the region where the transmission torque when lock-up is engaged is larger than the transmission torque when lock-up is released. Control.

According to the studies of the present inventors, lock-up may be advantageous depending on the combination of both engine torque and engine speed at each gear stage. To explain this below, let us assume that the torque of the torque converter output shaft is To + the rotation speed of the output shaft is No when the gear ratio of the transmission for setting the gear stage after the torque converter is locked up at 1, and the throttle opening is 30. %, and if the engine is operating at point A in Figure 1, then ToA=THLI
I... (1) N OA = N E L
u... (2) However, ToA: Torque of the torque converter output shaft at point A TgLu: Engine torque NoA at point A sRotational speed of the torque converter output shaft at point A NgLuCA Engine rotational speed at point A.

Assuming that the lock-up is released from this running state and the input shaft of the torque converter is connected to the engine output shaft, and the operating state of the engine is thereby shifted to point B, To, = t X T,, c-...-( 3) No
8 = e x N5 engineering G... (4) However, To
8: Torque of torque converter output shaft at point B t: Torque ratio, torque converter output torque/input torque ToTc: Engine torque at point B 1'Joa
Rotational speed of the torque converter output shaft at point eB: Slip ratio of the torque converter Nεc:B
This is the engine rotation speed at the point.

Now, in order to make the vehicle speed the same at point A and point B, NoA
= NO8・---・ (5) Therefore, e : NOB /NETC = No A / Na TC = N5Lu/N51c... (6) Torque ratio t=T
oB /TETc is uniquely determined for each torque converter as shown in Figure 2, and engine torque generally decreases as the rotation speed increases, as shown by the solid line in Figure 1, except when the throttle opening is high. do.

From the above equations (3) and (1), when t≦o TE Lu / Ts: T C, To
a≦ToA (7).

This T. When B≦ToA, lock-up operation is more advantageous because a larger engine torque (To A) can be obtained even in lock-up operation than in lock-up release operation.

Therefore, by finding the point To8=ToA at each throttle opening and connecting the points, a solid line is obtained as shown in FIG. 3, and the shaded range is the area where lock-up operation is advantageous. Next, convert the engine speed to the rotation speed of the torque converter output shaft, and find the region where lock-up operation is advantageous from the relationship between this and the throttle opening.
This is the shaded area shown in figure a.

Therefore, each gear has a region where lock-up operation is advantageous. This is shown in Figure 4b.

Note that the solid lines indicate the shift boundaries, and rl, 2, 3°4'' refer to the first speed, second speed, third speed, and fourth speed, respectively.

The diagonal lines indicate the second gear from the right.

Lock-up operation in third and fourth gears represents an advantageous region.

It should be noted that in the first speed, there are few regions in which lock-up operation is advantageous, and the gear is immediately changed to second speed, so in the present invention, lock-up operation is not performed, but lock-up release operation is performed in which the torque converter is always connected. There is no area shown where lock-up operation is advantageous in the 1st speed area.

Corresponding to the fact that such a region where lock-up operation is advantageous exists in each gear stage, a lock-up operation region is defined as shown in FIG. 4c. In Fig. 4c, the solid lines indicate the lock-up boundaries in the 2nd, 3rd, and 4th gears from the right, and the dotted lines indicate the lock-up boundaries in the 2nd, 3rd, and 4th gears from the right. Indicates the boundary of cancellation. The reason for separating the boundaries between lock-up and lock-up in this way is to avoid an unstable situation in which lock-up and lock-up are alternately repeated due to slight fluctuations in vehicle speed. By determining the boundaries between lock-up operation and lock-up release in this manner, lock-up and lock-up release can be automatically performed with reference to the boundaries at two or more gear positions.

In one preferred embodiment of the present invention, each boundary shown in FIG. 4c is a fixed memory in which the lowest vehicle speed value at which lock-up occurs is stored in a read-only semiconductor memory device (hereinafter referred to as ROM) using the throttle opening as an address. do. For convenience of explanation below, the memory area in the ROM that stores the lock-up boundaries and lock-up release boundaries for each gear stage will be referred to as a table, and will be named as shown in Table 1 below.

While driving, it is checked whether or not the gear is in a lock-up state when the gear is in the second gear, and if it is in a lock-up state, the table ATC is specified and the throttle opening at that time is used as an address. The maximum vehicle speed is read out and compared with the vehicle speed at that time, and if the latter is less than the former, the lock-up state is released (direct clutch release), and if the latter exceeds the former, the lock-up state is continued. When the lock-up is released, specify the table ALL1, use the throttle opening at that time as an address, read the lowest speed in the table ALu, and compare it with the vehicle speed at that time. If the latter is greater than the former, the lock-up is activated (direct clutch on). If the latter has not reached the former, the unlocked state continues. In the case of 3rd speed, table BTc is referred to when the lock-up state is in the lock-up state, and table BLu is referred to when the lock-up state is in the lock-up release state, and in the case of the 4th speed, table CTc is referenced when the lock-up state is in the lock-up state. In this case, table CLu is referred to.

(Function) As described above, in the present invention, at each gear stage,
Based on the relationship of the transmission torque of the torque converter output shaft, a region where lock-up operation is advantageous and a region where lock-up release is advantageous are determined in advance, and when the vehicle driving condition is in the region where lock-up is advantageous, lock-up is performed and lock-up is released. Since the lock-up is released when the engine is in an advantageous range, deterioration in power performance is prevented and fuel efficiency is further improved.

Other objects and features of the present invention will become apparent from the following description of embodiments with reference to the drawings.

(Example) FIG. 5 is a schematic diagram showing an example of a hydraulic automatic transmission with an overdrive device, which is a controlled object of the present invention. This automatic transmission has a torque converter with a direct coupling clutch. Overdrive mechanism 2. Gear transmission mechanism 3 with 3 forward speeds and 1 reverse speed
The torque converter 1 includes a pump 5. It is a well-known device that includes a turbine 6 and a stator 7, the pump 5 being connected to an engine crankshaft 8, and the turbine 6 being connected to a turbine shaft 9. The turbine shaft 9 forms the output shaft of the torque converter 1, which also serves as the input shaft of the overdrive mechanism 2, and is connected to a carrier 10 of a planetary gear system in the overdrive mechanism. Further, a direct coupling clutch 5o is provided between the engine crankshaft 8 and the turbine shaft 9, and mechanically couples the engine crankshaft 8 and the turbine shaft 9 when the direct coupling clutch 50 is activated.

A planetary pinion 14 rotatably supported by a carrier 10 meshes with a sun gear 11 and a ring gear 15. An overdrive multi-disc clutch C8 and an overdrive one-way clutch Fo are provided between the sun gear 11 and the carrier 10, and an overdrive multi-plate clutch C8 and an overdrive one-way clutch Fo are provided between the sun gear 11 and a housing or overdrive case 16 containing the overdrive mechanism. A multi-disc brake Bo is provided.

The ring gear 15 of the overdrive mechanism 2 is connected to the input shaft 23 of the gear transmission mechanism 3. A front multi-disc clutch C1 is provided between the input shaft 23 and the intermediate shaft 29, and a reverse multi-disc clutch C2 is provided between the input shaft 23 and the sun gear 30. sun gear shaft 30
A multi-disc brake B2 is provided between the transmission case 18 and the transmission case 18 via a multi-disc brake B1 and a one-way latch F1. The sun gear 32 provided on the sun gear shaft 30 includes a carrier 33, a planetary pinion 34 supported by the carrier, a ring gear 35 meshing with the pinion, another carrier 36, a planetary pinion 37 supported by the carrier, Together with the ring gear 38 that meshes with the pinion, a two-side planetary gear mechanism is constructed. A ring gear 35 in one planetary gear mechanism is connected to an intermediate shaft 29. Further, the carrier 33 in this planetary gear mechanism is connected to the ring gear 38 in the other planetary gear mechanism.
The carrier and ring gear are connected to the output shaft 39.

Further, a multi-disc brake B3 and a one-sided clutch F2 are provided between the carrier 36 and the transmission case 18 in the other planetary gear mechanism.

A hydraulic automatic transmission with an overdrive device engages or releases each clutch and brake according to the engine output and vehicle speed using a hydraulic control device, which will be explained in detail below. ○/D) 4 speeds front and rear, and 1 reverse speed through manual switching.

Table 2 shows the shift gear positions and the operating states of the clutches and brakes.

selectively actuating the clutches C8, cl, c2 and brakes BO+B1+B2+Ba of the automatic transmission and the direct coupling clutch 5o of the torque converter;
FIG. 6 shows a hydraulic circuit for performing automatic gear shifting operations. This sixth
The hydraulic circuit shown in the figure includes an oil reservoir 100° and an oil pump 101. Pressure regulating valve 1o2. Auxiliary pressure regulating valve 103. Cutback valve 19o, throttle valve 200. Manual valve 210.
1-2 shift valve 220.2-3 shift valve 230.3-4
shift valve 240, low coast modulator valve 25o,
Intermittent coast modulator valve 255° accumulator valve 260, 270, 280. Flow control valve with check valve 290, 300, 305, 310° solenoid valve 320, 330. Dual sequence valve 340. Cooler bypass valve 35o, lock-up clutch control valve 360. It consists of a lock-up control solenoid valve 370 and an oil path that communicates between these valves and the hydraulic servo of the clutch and brake.

The hydraulic oil pumped up from the oil reservoir 100 by the hydraulic pump 101 is adjusted to a predetermined oil pressure (line pressure) by the pressure regulating valve 102.
The oil is supplied to the oil passage 104 and the oil passage 103'. The pressure oil supplied to the auxiliary pressure regulating valve 103 via the oil passage 1031 is regulated to predetermined torque converter pressure, lubricating oil pressure, and cooler pressure according to the throttle pressure of the throttle valve 200. Manual valve 2 connected to oil passage 104
10 is connected to a shift lever installed in the driver's seat, and P is changed depending on the range of the shift lever by manual operation.
,R,N,D,3,2. It is moved to each position of L. Third
The table shows oil passage 104 and oil passage 10 at each shift lever position.
5, 106, 109, and 110. O indicates communication.

-20 = 3rd Table 2-3 First solenoid valve 3 that controls shift valve 230
20 closes the valve port 321 and opens the orifice 3 when not energized.
No oil pressure is generated in the oil passage 111 which communicates with the oil passage 106 via the oil passage 22. When energized, the valve port 321 is opened and the pressure oil in the oil passage 111 is discharged from the oil drain port 323. 1-2 shift valve 22
The second solenoid valve 330 that controls the 0 and 3-4 shift valves 240 closes the valve port 331 when not energized to generate oil pressure in the oil passage 112 that communicates with the oil passage 104 via the orifice 332, and closes the valve port 331 when energized. Open 331 and oil drain port 3
Pressure oil in the oil passage 112 is discharged from 33.

Table 4 shows the relationship between energization and de-energization of solenoid valves 320 and 330 controlled by an electronic circuit to be described later and the gear state of the automatic transmission.

Table 4 ■-2 The shift valve 220 includes a spool 222 with a spring 221 on one side, and a solenoid valve 330 in the first speed.
is energized and the oil passage 112 is depressurized, so the spool 222 is set to the right in the figure by the oil pressure supplied to the right end oil chamber 223 via the oil passage 113, and in the second speed, the solenoid valve 3
30 is de-energized, and hydraulic pressure is generated in the oil passage 112, causing the spool 22
2 is set to the left in the figure. In the third and fourth speeds, the spool 232 of the 2-3 shift valve, which will be described later, is set to the right in the figure and the left end oil chamber is evacuated through the oil passage 113, so the spool 222 is fixed to the left in the figure.

The 2-3 shift valve 230 includes a spool 232 with a spring 231 on one side, and in the first and second speeds, the solenoid valve 32
0 is energized and no oil pressure is generated in the oil path 111, the spool 232 is set to the left in the figure by the action of the spring 231, and in the third and fourth speeds, the solenoid valve 320 is de-energized and no oil pressure is generated in the oil path 111. occurs and is set to the right in the figure.

The 3-4 shift valve 240 includes a spool 242 with a spring 241 on its back, and in the first and second speeds, line pressure enters the oil chamber 243 through the oil passage 114, and the squib 242 is set to the left in the figure. In the third and fourth speeds, the pressure in the oil passage 114 is exhausted, and in the third speed, the solenoid valve 330 is energized, and the oil passage 114 is energized.
Since spool 2 is depressurized, the action of spring 241 causes spool 2 to
42 is set to the left in the figure, and in the fourth speed, solenoid valve 3
30 is de-energized, hydraulic pressure is generated in the oil passage 112, and the spool 24
2 is set to the right in the figure.

The indicator valve 201 of the throttle valve 200 strokes in response to the amount of depression of the accelerator pedal, compressing the spring 203 between the valve 201 and the valve spool 202, and generating throttle pressure in the oil passage 124.

When the manual valve 210 is in the N position, the solenoid valve 3
30 is de-energized and oil pressure is generated in the oil passage 112, so 3
In the -4 shift valve 240, oil pressure is supplied to the left end oil chamber 244, and the spool 242 is set to the right in the figure. In this state, the oil passage 104 is connected to the oil passage 11 through the 3-4 shift valve 240.
Contact 5 and brake B. are engaged, and the oil passage 12
0 communicates with the drain port to exhaust pressure, the clutch CO is in an open state, and the overdrive mechanism 8 is engaged with an overdrive gear.

When the manual valve 210 is manually shifted to the R position, hydraulic pressure is generated in the oil passage 110, and the spool 232 is moved to the 3-3 position via the 2-3 shift valve 230 and the oil passage 114, which are set on the left side in the figure.
Hydraulic pressure is supplied to the right end oil chamber 243 of the -4 shift valve 240. As a result, the overdrive mechanism 2 maintains the overdrive gear engagement for about 1 second during the NR shift, and the planetary gear mechanism 8 engages the reverse gear.

When one second passes after the N-R shift, the oil pressure in the oil chamber 243 increases and the spool 242 moves to the left in the figure, causing the oil passage 104 to move to the left.
communicates with the oil passage 120 to supply oil pressure to the clutch Co, and the oil passage 115 is discharged, so the brake Bo is released and the clutch Go is engaged, and the overdrive mechanism 2 is in direct gear engagement. , the planetary gear unit is in the normal reverse state.

Also, if you manually shift N-D, 1-2 in 1st gear.
The spool 222 of the shift valve 220 is on the right side in the figure, the oil passages 116 and 117 communicating with the brakes B1tB2 are exhausted, and no oil pressure is supplied to the oil passage 118 communicating with the brake B3, so the brakes B 1 + B2 +8
3 is open.

Also, in the first speed, the dual sequence valve 340
The line pressure supplied to the right end oil chamber 341 through the oil passage 108 branched from 5 compresses the spring 345 installed behind the spool 347, so that the spool 347 is set to the left in the figure.

When the vehicle speed reaches a predetermined level, the solenoid valve 330 is de-energized by the output of the computer, and the 1-2 shift valve 2
The spool 222 of No. 20 moves to the left in the figure, and the oil passage 105
, 117, the line pressure is supplied to the flow control valve 31.
0 and the accumulator 280, the brake B2 is gradually engaged, and the oil is supplied to the left end oil chamber 346 of the dual sequence valve 340 through the oil passage 128. As a result, when the sum of the elastic force of the spring 345 and the gradually increasing oil pressure in the oil chamber 346 becomes greater than the line pressure applied to the land 342, the spool 347 begins to be moved to the right in the figure. When the set time later entry pool 347 moves to the right in the figure, the brake B1 is activated so that the spool 232 of the 2-3 shift valve 230 is to the left in the figure by energizing the solenoid valve 320.
Oil passage 106-+2-3 shift l-valve 230-) oil passage 113
→Intermittent Coast Modulator Valve 255→
Hydraulic pressure is supplied and engaged in the order of oil passage 124 → 1-2 shift valve 220 → oil passage 116 → dual sequence valve 340 → oil passage 125. This causes the second engine brake to work.
You can get speed. At this time, the dual sequence valve 340 functions to determine the timing of engagement of the brake B1 after the brake B2 is engaged and the transmission section is in the second speed state.

To shift to third gear, when the vehicle speed, throttle opening, etc. reach predetermined values, the solenoid valve 320 is de-energized by the output of the computer, the spool 232 of the 2-3 shift valve 230 moves to the right in the figure, and the oil Route 106゜121, flow control valve 3
05, the hydraulic pressure is supplied and the clutch C2 is engaged, and at the same time the spool 222 of the 1-2 shift valve 220 moves into the oil chamber 22.
It is fixed to the left in the figure by the exhaust pressure of No. 3 and the action of the spring 221.

In the third speed, the dual sequence valve 340 is supplied from the oil passage 121 and the branched oil passage 122 to an oil chamber 344 formed by a land 342 and a land 343 having a diameter larger than the land 342 by a predetermined dimension, Since the spool 347 is moved to the left in the figure, the oil passage 125 communicates with the oil drain port and is evacuated, and the brake B1 is released.

To shift to the 4th speed, the solenoid valve 330 is de-energized by the computer output as described above, and the 3-4 shift valve 24 is de-energized.
The spool 242 of No. 0 moves to the right in the drawing, the pressure in the oil passage 120 is exhausted, and hydraulic pressure is supplied to the oil passage 15, and the clutch CO is released and the brake B is activated. are engaged.

4-3 downshift 1- from 4th gear to 3rd gear is the above 3
The solenoid valve 330 is energized, the spool 242 of the 3-4 shift 1 valve 240 moves to the right in the figure, and the oil passage 115 is evacuated and the oil passage 1
Hydraulic pressure is supplied to 20, the brake Bo is released, and the clutch Co is engaged. In a 3-2 downshift from 3rd speed to 2nd speed, the solenoid valve 320 is energized, the spool 232 of the 2-3 shift valve 230 moves to the left in the figure, the pressure in the oil passage 121 is exhausted, and the clutch C2 is activated. After the one-way latch F1 is released and the engagement of the one-way latch F1 is completed, the oil passage 122 branched from the oil passage 121 and the oil chamber 344 connected thereto are evacuated, and the dual sequence valve 34 is released.
The 0 spool 347 is moved to the right in the figure by the oil pressure supplied to the oil chamber 346 from the oil passage 128 and the oil pressure applied to the land 342 by the elastic force of the spring 345.
is connected to the oil passage 116, and the brake B1 is engaged. At this time, the dual sequence valve 340 functions to determine the timing of engagement between the engagement of the one-way clutch F1 and the engagement of the brake B1.

When the manual valve 210 is in the 3rd position, the 1st degree 2.3
The speed is shifted in the same way as in the above position, but the right end oil chamber 24 of the 3-4 shift valve is shifted through the oil passages 106 and 114.
Since line pressure is applied to gear 3 and fixes the spool 242 to the left in the drawing, no shift to fourth gear occurs. Further, if the manual valve 210 is in the 0 position and the vehicle is manually shifted to D-3 while the vehicle is running in fourth gear, a downshift to third gear is immediately performed.

When the manual valve 210 is in the 2 position, the first speed is the same as when the manual valve is in the 0 position, and in the second speed, the brake B1 is engaged through the oil passages 106 and 116 so that the engine brake is applied. has been done. Further, when the vehicle is driven in third gear and the vehicle is manually shifted to position 2, the output of the computer energizes the solenoid valve 320 when the vehicle decelerates to the predetermined speed, causing a 3-2 downshift.

When the manual valve 210 is shifted to the 1 position, oil pressure enters the oil passage 109, line pressure is supplied to the right end oil chamber 233 of the 2-3 shift valve 230, the spool 232 is fixed to the left in the figure, and the spool 232 is immediately A 4-2 or 3-2 downshift occurs. The 2-1 downshift is performed by de-energizing the solenoid valve 330 based on the output of the computer when the vehicle speed has been decelerated to a predetermined speed. At the same time, the oil pressure in the oil passage 109 is changed to the oil pressure in the oil passage 107. Low coast modulator valve 250° oil path 1
23 and 118, the brake B2 is engaged.

The lock-up clutch control valve 360 has a spool backed by a spring, and when the lock-up control solenoid valve 370 is de-energized, the upper and lower end chambers of the spool have the same pressure, so the spring force causes the spool to move downward as shown in the figure. , and the oil passage 103' is connected to the oil passage A of the direct coupling clutch 50.
A drain oil pressure is applied to the oil passage B via the auxiliary pressure regulating valve 103 and the cooler bypass valve 350, thereby releasing the direct coupling clutch 50 (non-locking up). Lockup control solenoid valve 3
70 is energized, the lock-up clutch control valve 360 is engaged, the spool is driven upward by the spring force, and the oil passage A of the direct coupling clutch 50 becomes the drain oil pressure, and the oil passage B becomes the oil passage 103'. This causes the direct coupling clutch 50 to be engaged (locked up).

In the hydraulic circuit shown in FIG. 6 described above, one dual sequence valve 340 controls the brake B 1 and the brake B during the 1-2 shift and the 3-2 downshift.
2. It is possible to time the action of the one-way clutch F.

FIG. 7 shows a schematic configuration of a digital electronic control device 400 that controls the opening and closing of solenoid valves 330, 320 and 370 to perform automatic shift control and lock-up control.

The digital electronic control device 400 is called a central processing unit or microprocessor, and is a large-scale integrated semiconductor logic device (hereinafter referred to as C
A read-only storage device (hereinafter abbreviated as ROM) 402 whose main component is a read-only storage device (hereinafter abbreviated as ROM) in which a logical operation control program and various data are fixedly stored, read data from the ROM 402 and temporary A read/write storage device (hereinafter referred to as RAM) 403 for storing and reading input/output data. It is composed of an input/output port 40' 4 , a clock pulse oscillator 4052, a frequency divider 406, and a system controller 407 that specifies a storage device.

The CPU 401, ROM 402 and RAM 403 have
The address line, data line and clock pulse line are commonly connected, and the basic clock is generated by the oscillator 4.
05 and applied to the basic clock input terminals of each device 401 to 430, 406. The frequency divider 406 divides the frequency of this basic clock and applies it to the interrupt terminal of the CPU 401.

In this embodiment, in the interrupt processing, a change in the running state of the vehicle to hill running or a change from hill running to =31- flat road running is detected, and in response to this, the driving range switching is restricted. Or change the control conditions for driving range switching. This interrupt processing is executed every time the frequency divider 406 outputs one pulse.

The outline of this interrupt processing by the CPU 401 will be explained with reference to FIG. 8. The program in the ROM 402, which will be described later, is advanced one by one by the program counter. The interrupt function is a function that forcibly moves the address of the program counter to a specific address (address 3CH in Figure 8) when a pulse is applied to the interrupt terminal of the CPU 401, and this interrupt function is executed. The interrupt instructions to be executed are held in the CPU 401, and one interrupt instruction is not executed at a program address where an error would occur if the interrupt was executed. The interrupt instruction is held up to address ABH of the program where the interrupt can be interrupted, at which point the interrupt is recognized, the code on the program counter changes to a specific interrupt address (address 3CH in Figure 8), and the code at that address is When the program execution ends, the process returns to the address ACH next to the interrupt instruction recognition address.

In addition to such interrupt detection and interrupt execution programs, the ROM 402 also contains a travel speed range determination program for flat road travel and its reference data, a travel speed range switching program, a slope travel detection program, and the like, which will be described later. Its reference data, travel speed range switching constraint program.

Program data such as restraint release programs, and
Reference data used for these judgments and detections, as well as program data such as a non-lockup restraint program, a lockup release program, a throttle opening acceleration detection program, etc., and constant data referred to in their execution are stored.

These programs are executed mainly depending on the shift lever position (L, 2, 3, D, R, etc.), vehicle speed (rotational speed of the output shaft of the automatic transmission), and throttle opening. , Solenoid valve 32o is activated by executing the program.
, 330 and 370 are controlled to open and close.

Therefore, the input/output port 404 is connected to the shift lever (-position sensor 410. vehicle speed signal generator 420. throttle opening sensor 430. and solenoid driver 4, 40, 4).
41,442 are connected.

Note that in FIG. 7 and the following explanation, the input/output port 404 and the frequency divider 406 are the ROM 402 and the RAM 40.
3, but there are also ROMs and RAMs that have input/output ports on one chip, and even RAMs that have frequency dividers and input/output ports on one chip. . Therefore, it should be noted that the representations in the drawings and the description of the configuration described below are based on one representation system, and there may be cases where it is not necessary to combine all the devices or elements exactly as shown. 9a shows the digital electronic control device 400 shown in FIG.
Here is a specific example of the basic part of. In this example, R
OM402 is composed of two chips 402-1 and 402-2. By applying a constant voltage of +5■ to each part and closing the switch 407, the ROM 402
-1,402-2 The control operation is started from the beginning (START) of the program, and the ROM402-1,402-2
Each operation described below is repeated and continued according to the program stored in the computer. A constant voltage of +5V is given by the constant voltage circuit shown in FIG. 9b.

As shown in FIG. 9c, the vehicle speed generator 402 is composed of an induction coil 421 that detects the rotation of a permanent magnet connected to the output shaft of the transmission and a pulsing circuit 422, and detects the rotation speed of the output shaft of the transmission. A pulse with a frequency proportional to is outputted from the pulsing circuit 422. This output pulse is applied to the count pulse input terminal CLK of the counter COU. The count code of counter COU is provided to the latch LUT.

This latch operation and counting operation are continued while constant periodic pulses are applied to the frequency divider FDE from the output terminal Timer OUT of the RAM 403.

Therefore, the output code of the latch LUT represents the vehicle speed,
It is applied to the input ports 1-PAO to PA7 of the ROM 402-1.

A shift lever is connected to terminals PBO-PB7 of ROM402-1 via connectors 451 and 452 as shown in FIG. 9d.
The switch of position sensor 410 is connected. Also, R.A.
A throttle opening sensor 430 is connected to ports PAO to PA7 of M403 via corfters 453 and 454, as shown in FIG.
Install the solenoid driver 4 on the B7 boat as shown in Figure 9g.
40 to 442 are connected.

The throttle opening sensor 430 is a potentiometer that is connected to a rotating shaft of a throttle valve and has a shaft 431 that rotates together with the rotating shaft, rotary contacts (a plurality) fixed to the shaft, and fixed contacts equal in number to the number of contacts. FIG. 10a shows a plan view of the terminal lead extraction side, and FIG. 10b shows a sectional view taken along the ZB-ZB line.

This digital code generator 430 is designed to express the throttle opening in 16 steps from 0 to 15 with a 4-bit code, and has four output leads that output bit signals for each of the first to fourth digits. 4321-432
4 and one ground connection lead 432G are connected to each of the divided printed electrodes of the disk-shaped printed circuit board 433.

An enlarged plan view of the printed circuit board 433 is shown in FIG. 10c.

The printed circuit board 433 is formed with divided electrodes 4331 to 4334 for obtaining each bit output of the first to fourth digits and a divided electrode 433Q maintained at ground potential.The four divided electrodes 4331 to 4334 are , printed circuit board 433
If it is divided into four parts every 90 degrees, it is arranged in each divided part. This printed circuit board 433 is connected to the housing base 434
is fixed to. A slider 435 made of an elastic material is fixed to the shaft 431.

A plan view of this slider 435 is shown in FIG. 10d. This slider 435 has four arms 43 arranged at 90° intervals.
51 to 4354 are formed, and the arm 4351
Another arm 435G is formed between and 4354. These arms 4351-4354 and 435Q
Contact members 4361 to 4364 are provided at the tip of each of the
, 436°, and a printed circuit board 433 is fixed to the housing as shown in FIG. 10b.
And in the state where the shaft 431 is fixed, the contact member 436
1 to 4364 are divided electrodes 4331 to 433, respectively.
The contact member 436G is located at and contacts the outermost uneven electrode portion of each of the divided electrodes 43.
Contact the innermost arc of 3Q. In other words, the axis 431
The contact member 436G always contacts the divided electrode 433G in the rotation range (90°), but the contact member 4361-4
364 may or may not contact each of the divided electrodes 4331 to 4334, depending on the outermost electrode pattern of each of the divided electrodes 4331 to 4334. For example, when looking at the divided electrode 4331, the contact member 4361
When the contact member 4361 is in contact, it is at ground potential, and the connection lead 4321 connected to it through the through-hole plating and the back electrode is at ground potential.
When they are not in contact, the connection lead 4321 and the split electrode 4331 are at the +5V level.

This is done by connecting connectors 453 and 45 as shown in Figure 9e.
This is because a voltage of +5V is applied to the lead 4321 via the lead 4321. In this way, each of the divided electrodes 4331 to 4334 is formed with an electrode pattern that becomes the ground level or the +5V level depending on the rotation angle of the shaft 431, that is, the slider 435. In this embodiment, the 90° rotation range of the shaft 431 is divided into 16 parts, and the throttle opening is divided into 16 parts.
It is expressed in stages, and each divided electrode 4331~
The electrode pattern 4334 corresponds to the rotation angle of the shaft 431, as shown in FIG. ~4324 output 01~θ4
Each of the throttle angles 0 to 15 is represented by 4 bits. Such a gray pattern is created because even if the contact members 4361 to 4364 momentarily or temporarily become out of contact with the divided electrodes 4331 to 4334, the throttle opening as represented by codes 01 to θ4 will change at that point. This is to ensure that there is no significant difference from the actual opening. For example, when the throttle opening changes from 3 (0010) to 4 (0110), in the transient state until the contact member 4368 contacts the split electrode 4333, the opening code remains 0010, representing the opening 3, and the opening 4. There is no indication of an opening that is far from the front or rear. In the case of a normal binary code, for example, opening degree 3 is represented by 0011 and opening degree 4 is represented by 0100, but from 0011 to 0100.
While changing to 0111 (opening degree 7), 0101
(Opening degree 5), 0000 (Opening degree 0), or 0001
(Opening degree 1) may generate a code representing an opening degree that is different from opening degrees 3 and 4, but the above-mentioned throttle opening sensor 430 does not generate such widely separated codes. .

In Figure 11a, solenoid valves 320, 330.37
0 (same structure) and its XIB-XI
A sectional view taken along line B is shown in FIG. 11b.

In this solenoid valve, a valve plate 437 and a carrier 438 are joined by spot welding, an orifice plate 439 is joined to the valve plate 437 by projection welding, and then a sleeve 440 is inserted into a hole in the carrier 438 and its tip is attached to the valve plate 437. Then, with the tip of the core 441 pressed against the rear end of the sleeve 440 and the coil case 442 attached, the carrier 438 and the tail end of the core 441 are fixed to the back plate 443 by caulking. In addition, 444
is a plunger, and 445 is a compression coil spring.

In this solenoid valve, the orifice plate 4 is the sum of the thickness of the valve plate 437 and the length of the sleeve 440.
The distance between the valve plate 43 and the plunger 441, that is, the plunger operating space, is determined, and its accuracy is determined by the valve plate 43.
7 and the accuracy of the length of the sleeve 440,
The length error of the plunger 441 and the thickness error of the back plate 433 do not affect the determination of the operating space of the plunger 444.

In this embodiment, when the shift lever (210) is in the drive rDJ position and driving on a flat road, the shift lever (210) changes from the first gear to the second gear (1→2) and from the second gear to the third gear (2→3).
), from third gear to fourth gear (3→4) and vice versa (4→3), (3→2).

The boundary speed in the shift (2→1) is the 12th a
As shown in FIG. 1c, the vehicle speed values PDOO1 to PDOO6 are stored in six memory areas of the ROM 402, using the throttle opening as an address.

In the pattern shown in FIG. 12a, the shift lever is
It is located at the D11 position and is used as reference data for changing gears when driving on a flat road, and when driving on a slope, the pattern is changed according to the slope of the slope and used as reference data for changing gears. and the shift lever is set to ++ 31
When in the 1, ++ 211 and 11111 positions, the patterns are changed to restrict gear shift from 3 to 4, 2 to 3 and 1 to 2, respectively. That is, the 12th a.
The pattern shown in the figure is a standard pattern. This pattern change is based on the shift lever position PO3i or the slope slope (SLOPE2°5LOPE4 and 5LOPE8) detected by the interrupt program.
RA standard pattern from ROM401-1, 402-2
This is done when writing to M403.

That is, when writing the standard pattern to the RAM 403, PDOO5 is
As shown in FIG. 12b, when the vehicle is at shift lever position 11311 and a gentle slope 5LOPE8, the vehicle speed is changed to a value that cannot be reached in third gear, and the RAM is
403, and when the vehicle is in fourth gear, PDOO6 is changed to a high vehicle speed value and written in RAM 403 so as to immediately shift to third gear.

Similarly, when the shift lever position is #2++ and the medium slope plateway 5LOPE4, PDOO5 and PDOO6 are changed as described above, and as shown in FIG. When the vehicle speed value is 3rd speed and the vehicle speed value is 43-1, it is immediately changed to 2nd speed=43-.

Similarly, when the shift lever position IIL"' and the medium inclined plate path 5LOPE2 are set, all patterns PD001 to PDOO6 are set as shown in FIG. 12d.
is written as the maximum vehicle speed value corresponding to each speed stage, which is unrelated to the throttle opening THRO.

Patterns PDOOI to PDOO6 of these various modes
Speed stage switching with reference to is performed as follows. That is, a slope is detected by executing an interrupt program that is periodically executed based on the output pulses of the frequency divider 406 (FIG. 7), and one of the modes shown in FIGS. 12a to 12e described above is accordingly activated. selected. When the shift lever position is II D++ while driving on the Imahira road, each pattern PDOOI to PDOO6 shown in Fig. 12a is displayed.
is specified, and with reference to the current speed stage SR and throttle opening θ, if they are, for example, θ=9°5R=2, then θ of the boundary patterns PD002 and PDOO3 of that speed range is determined.
Read the vehicle speed values Y1=15 and X2=70 of =9 and compare them with the actual vehicle speed value AS.If As<15=Y1, then
→1 Shift command is issued, and if AS≧70=X2, 2→3
A shift command is issued, and if 15≦AS<70, no shift command is issued in order to maintain the status quo. When the shift lever position is at another position or when the slope is 8 to 2, the two patterns PDOOI to PDOO6 of the corresponding modes (Figs. 12b to 12d) (the boundary between the high-speed switching side and the low-speed switching side) ) are selected with reference to the current gear and the actual vehicle speed is compared with these vehicle speed values.

As a result, while the shift lever 11DI' automatically switches to all speed stages when driving on a flat road, the shift lever position is set to II 311.
, IT 2 IT , ++ L ++,
When driving on a slope, the reference pattern data or vehicle speed comparison data on the high-speed side is determined to be the vehicle speed value corresponding to the maximum engine revolution at each speed stage, so in case the driver should, for example, press the shift lever. position 1
Even if the speed is accelerated at 1311, the shift to 4th gear will not be performed. Shift down pattern PDOO2, PDOO4, P
The reason why DOO6 is also downshifted is to obtain appropriate engine braking. By fixing the shift-up pattern, which is the reference data, to a high vehicle speed value regardless of the opening degree of the throttle valve, hunting caused by temporary gear change switching is eliminated when driving on a slope.

For your convenience, to explain the selection of gears in more detail, when 5LOPE = 2 (Figure 12d), when the vehicle is running on a slope in 2nd gear, the gear ratio is appropriate. Therefore, the pattern PDOO is set so that it runs in 1st gear.
1-PDOO6 is defined (Figure 12d). Therefore, the 1→2 shift point X1 and the 2→1 shift point Yl are set to the high speed side (first
In the example of figure 2d, X 1 = 65Km/h, Y 1 =
54Km/h) and other shift points (X2.Y2.X
3. Regarding Y3), in order to prevent the 1st to 3rd gear shift and the 1st to 4th gear shift from being performed, the higher speed side (12th
In the example of figure d, X 2 = 106 Km/h, Y 2
=96 Km/h.

140 K+n/h, Y 3 =129 Km/h)
They are each defined as follows.

When 5LOPE=4, the gear ratio is not appropriate when the vehicle is running on a slope in third gear, so each pattern is determined so that the vehicle runs in second gear or first gear. Therefore 1 →
For 2-shift and 2->1-shift, shift pattern PDOOI on Hiratan road.

Using PD002, 2→3 shift point X2, 3→2 shift point Y2
on the high-speed side (in the example of Fig. 12c, X2 = 106 Km/h,
Y = 2 = 96 Km/h). 5 more
As in the case of LOPE=2, 3→4 shift point X3° 4→3
Regarding the shift point Y3, X2. Fix it to the higher speed side than Y2.

When 5LOPE=8 (Fig. 12b), the gear ratio is not appropriate when the vehicle is running in 4th gear, so each pattern is determined to run in 3rd gear, 2nd gear, or 1st gear. . Therefore, 1→2 shifting, 2→1 shifting, 2→3 shifting, 3
→For 2-speed shifting, use the Hiratanji Nikakeru shifting pattern PD.
Using OO1, PDOO2゜PDOO3, PDOO4,
3→4 shift point X3.4→3 shift point Y3 to high speed side (12th
In the example of figure b, X 3 = 140 Km/h, Y 3 = 1
29Km/h).

The shift lever position read by the shift lever position sensor is stored in RAM403 or C as PO8i 2.
PO3i2 stored at a predetermined address in the internal RAM of the PU401 last time is stored in the memory address of PO31l as the previous shift lever position.When the shift levers are II N II and II R1+,
The program returns to the beginning of the program, but the necessary controls are performed on the solenoids 320 and 330 before returning to the beginning of the program. The current gear position is stored at a predetermined address in the RAM 403 or the internal RAM of the CPU 401. In this embodiment, the gears are 1st gear and 2nd gear.
Since there are four speeds: speed, third speed, and fourth speed, there are three speed change points to compare when changing speeds.

For example, if the current gear is 1st gear, the next possible gears, ignoring the actual gear shift, are 1→2 gear, 1→3 gear, 1→
It has 4 speeds. If the current gear is 2nd gear, shift from 2→l,
2 → 3 gear, 2 → 4 gear, if the current gear is 3, 3
→4-speed, 3->2-speed.

3→1 shift, if the current gear is 4th gear, 4→3 shift, 4
→ 2-speed shifting, 4->1 shifting. In the manner described above, three shift points can be created for the current gear position. This 3
The two shift points are PAXI, PAX2. If it is PAX3,
Six shift points (1→2:Xl, 2→1
:Yl, 2→3:X2, 3→2:Y2, 3→4:X3,
The three necessary shift points (PAXI) from 4→3:Y3)
.

PAX2. PAX3) can be determined.

This is shown in Table 5.

The shift point can be changed by changing the shift lever position, for example, by fixing it as shown in FIGS. 12a and 12b.
An example is shown for the RDl lunge in figure a and the 1131 lunge in figure 12b). Shift lever 1! Do not change when DI+. At the time of ++31 lunge, P AX 3 (3→4 shift point) is fixed to the high speed side (for example, 223+o/h) so that the 3→4 shift is not performed. 112
11 When in range, PAX2 (2→
3 shift point) and PAX3 (3→4 shift point) are fixed to the high speed side. When in HL I+ range, shift from 1 to 2 as shown in Figure 12d.

PAXI to prevent 2 → 3 gear shifting and 3 → 4 gear shifting.
(1→2 shift point) and FAX2 (2→3 shift point) and P
Fix AX3 (3→4 shift point) to the high speed side. Next, the vehicle speed (RPM) is compared with the three shift points to determine the gear position based on the vehicle speed at that time.

That is, the gear position is determined based on the vehicle speed (RPM), the shift lever position (POS 12), and the road condition (SLOPE).

When the next gear for the current gear is determined in this way, the solenoid valves 320 and 3
Output is performed to operate 30.

Next, the above-mentioned interrupt will be explained. As mentioned above, this interrupt is used to detect a slope and cancel the slope. First, to explain slope detection, the equation of motion while the car is running is expressed as follows.

100 g d t ・・・・・・(8) Here, the traction force of the T-wheel vehicle (Kg) μr: Rolling resistance coefficient μa: Air resistance coefficient W: Vehicle weight (Kg) ΔW: Equivalent to the rotating part of the vehicle Weight (Kg) S2 Vehicle front projected area (m2) V2 Vehicle speed (Km/h) dV/b7: Vehicle acceleration (Km/h 5ee) α; Road surface slope (%) (α = sin β: β (road slope) g: Acceleration of weight (9.8m/5ee2) If the traction force when driving steadily on a flat road is TO, then (8)
From the formula, TO=μrW0μaS■2... (9)5
l- When the relationship of equations (8) and (9) is drawn on the TV diagram, the first
It will look like Figure 3a. Now, the driving state A is on the curve T.
Considering that, the vehicle speed at that time is vA.

The traction force is expressed as TA and the same speed■. The steady running state is T. Driving state A on a curve. , and the traction force is T A o. The difference TA-TAo in traction force between the running states A and AQ represents the load state on the vehicle with respect to the steady running state on a flat road, and is derived from equations (8> and (9)) as follows.

When the relationship of equation (10) is expressed on an α vs. dV/dt diagram, it is drawn by a straight line LA as shown in FIG. 13b.

Naturally, in Figure 13b, the flat road steady running state is represented by the origin 0, and any other running state is represented by the origin 0.
It is clear that it can be uniquely represented on Figure 3b.

As is clear from Fig. 13b, when the vehicle is in running state A, when traveling on a flat road, the acceleration g(TA-TAo) 1
0.278 (W + ΔW), and if the acceleration is zero, the gradient device 00 (TA-TAO)/W
This means that you are driving on a slope.

Similarly, when the road surface slope is α1, the acceleration is (d
V/dt)1. Therefore, in any driving condition, the traction force T, vehicle speed V, and acceleration dV/d
By detecting t, the slope of the slope can be uniquely known.

Up to this point, we have explained the weight W of the car on the implicit assumption that it is constant, but as is clear from equation (10), the weight W, along with the slope α and the acceleration dV/dt, is a load on the car. are in an equivalent relationship, and the dashed line 8′ in the diagram
represents a state in which the weight has increased compared to LA, and LA and LA'
Even if the same acceleration (dV/bt) 1 is detected between α1. This means that the vehicle is traveling on a different slope such as α1'. Also, when traveling on the same slope α1, the acceleration (dV/d t) 1° (dV/d
t) t' will be detected.

Therefore, in the following, we will explain the method of detecting slopes and controlling gear shifts without mentioning the weight of the car, but we will refer to slopes as ``the weight of the car'' or ``the combination of the slope and the weight of the car.'' It is clear that it can be replaced.

The above is the principle of slope detection.

The traction force T can be substituted by detecting the torque of the axle drive shaft, the opening degree of the throttle, the negative pressure in the intake pipe of the engine, etc.

From now on, we will proceed with the explanation using throttle opening.

Various running conditions in the first speed are expressed on a throttle opening-vehicle speed diagram as shown in FIG.

Similarly, in this embodiment, as shown in FIGS. 15a, 15b, and 15c, at each gear stage, the uphill road running area and the flat road running area (release condition area) are determined from the throttle opening degree and vehicle speed. and a downhill road driving area are determined, and each area is set as reference data by storing the low-speed side vehicle speed value and high-speed side vehicle speed value of each area in RAM 403-1, 402-2 using the throttle opening as an address. When detecting a slope, solenoid 3
The running gear stage (current speed stage) is determined by referring to the memory data of the gear stage register corresponding to the energization state of 20 and 330, and the low speed of the uphill road is determined based on the ROM data of the running gear stage corresponding to the throttle opening degree. The actual vehicle speed is compared with respect to side L1 to determine whether the vehicle is traveling on a slope.

When detecting cancellation conditions and canceling slope driving, the currently held slope detection data is 5LOPE=8.4, 2.
It is determined whether the vehicle is traveling on a flat road or not based on whether the actual vehicle speed is on the low speed side SL1 or higher of the vehicle speed data of the release conditions in the ROM data, and if the release conditions are met. If so, hill running (Fig. 12b, 12c, or 12d) is canceled. In other words, the shift reference data is
Return to the shape shown in Figure 2a. In this way, using ROM data to restrict upshifts to a range appropriate to each driving gear depending on the load situation, it is necessary to prevent frequent up and down shifts when driving on slopes or under heavy loads. It's a big deal. By controlling the speed change according to the slope and the load in this way, it is possible to obtain acceleration/deceleration characteristics that are suitable for the slope and vehicle load at a running speed without hunting, so that even if you step on the accelerator, the vehicle will not decelerate, or The conventional problem of using the brakes frequently and causing brake seizure due to weak engine braking has been resolved, and smooth and rational automatic gear shift control is performed.

In order to prevent impact when the shift lever is changed from the N position to the D position, or from the N position to the N position, the solenoid valves 320 and 330 are changed from N to D (fourth position).
Table) and when changing from N to R (Table 4), the switching of these energizations is delayed by a certain period of time, for example, 1 second, from the change in the position of the shift lever. This one second time limit is ROM40
It is obtained by executing a 0.01 second timer program stored in 2.2 100 times.

As already explained, lock-up control in 2nd, 3rd, and 4th speeds is performed according to the table AL shown in Table 1.
L1. ... is performed with reference to CTc, throttle opening and actual vehicle speed, and these tables are stored in the ROM 402 as constant data. The lock-up is released when the throttle opening is 0, and is released for a predetermined period of time from just before the gear shift to immediately after the gear shift. Lock-up release time limit before gear shifting (time from lock-up release to gear shift) and lock-up release restraint time limit after gear shift (time from gear shift to start determining whether lock-up is appropriate)
are determined as shown in FIGS. 16a to 16d using the throttle opening and the change in the throttle opening as variables (addresses), and are stored in the ROM 402. When it comes to "shifting", first turn the throttle opening to R.
Memory in the internal RAM of AM403 or CPU401,
Next, the throttle opening after 0.1 seconds is taken in, and the memory throttle opening is subtracted from that value to obtain the change in throttle opening and stored in the internal R of the RAM 403 or CPU 401.
AM, the data shown in FIG. 16a is read from the ROM 402 using the current throttle opening as an address, and the data shown in FIG.
The data shown in FIG. 16b is read out from 402, a time limit is set to the value obtained by adding these values, and a time limit program of 0.01 seconds is repeatedly executed to perform a speed change that corresponds to the set time limit.

Then, when shifting is performed, the throttle opening is read in the same manner as described above, the change in throttle opening is calculated, and the ROM 402 is stored.
The data in FIGS. 16c and 16d are read and a time limit is set by adding them. When the time limit is exceeded, lock-up control is started in the gear position (traveling gear position) changed by the shift. The reason why the lock-up release and release restraint time limits are determined based on the throttle opening degree and the throttle opening change rate is to reduce the shock at the time of shifting and lock-up engagement.

Next, the overall operational flow of the above embodiment will be explained with reference to flowcharts. First, we will summarize the data fixedly stored in the ROM 402 that is referenced in each of the operations described above, and the memory area for each data will be referred to as a table or fixed register for convenience of explanation.The contents of the memory are shown in Table 6 below. That's right.

Table 6-59 = Similarly, RAM 403 or internal RAM of CPU 401,
For convenience of explanation, the area for storing time data will be referred to as a table or a register, and data as shown in Table 7 below will be appropriately memorized. In fact, R
Separate data may be temporarily stored in time series at one address in the internal RAM of the AM 403 or CPU 401, and each memory area is not necessarily allocated to only one or one set of data as shown in Table 7. Please note that there is no In other words, one address or one group of addresses may be used with different table names or register names in chronological order.

Table 7 Figures 17a to 17d show the operational flow of automatic shift control and automatic lock-up control of the digital electronic control device 400 with reference to the tables or registers shown in Tables 6 and 7, and Figures 17e and In Figure 17f,
The operation flow of automatic slope detection setting and cancellation setting performed by interruption is shown. The operation of the digital electronic control device 400 will be described below with reference to these drawings.

In response to the installation of the ignition key, the digital electronic control device 400 is powered on, and in response to the power on, the device 400 transfers the power to the two circuits of the device to be controlled to the ROM 40.
2 (5TA in Figure 17a).
RT).

Then, all the tables and registers shown in Table 7 are cleared. Next, as an initial setting, the shift lever position is read and stored in the POS register 1 (initial setting in FIG. 17a). Next, the flow moves to A and subsequent steps, and the throttle opening degree and vehicle speed are read and stored in the THRO register and vehicle speed register 1, respectively. Next, in order to detect that the lever position is changed (car drive) from the lever position read in POS register 1 (N: neutral), first, the contents of POS register 1 are memorized in POS register 2, and then the shift lever - Read the location and store it in POS register 1.

(a): Then, look at the contents of POS register 1, and if it is N, it means that the last car drive setting (shift lever position change) has not been made, so SQL Lujistar, 5QL2
Clear the memory of all registers and 5OL3 registers and de-energize all solenoid valves 320, 330 and 370. Immediately after the ignition key is installed, those registers are cleared as mentioned above, and therefore all of the solenoid valves 320, 330, and 370 are de-energized, so there is no need to clear them again. It means that the N condition is set when the shift lever is shifted to N from another shift lever position.

(b): When the POS register is R and the POS register 2 is N (step ■ = YES), the shift lever changes from N to R.
Since it has been shifted, the shock prevention time limit of ROM register J is first stored in timer register N in order to prevent shock. Set N and return to A. In step ■, set both PO3I and PO32 registers to R.
This causes steps ■, ■, and ■ to be passed, and step ■ becomes YES, subtracts 1 from the contents of the timer register N, and updates the remaining time to the memory countdown), and executes a 0.01 second timer program. When the timer is executed and the timer is over, if the contents of the timer register N are not 0 (time over), A-■
After ~■, the timer register N is counted down and the 0.01 second timer program is executed again.

The same applies below.

When the memory of timer register N becomes 0, it means that the shock prevention time has elapsed, so move to B and R.
Perform a running set (B-A in Figure 17b).

It should be noted that if the shift lever position changes during the above-mentioned drive, the position will always be N at that time, so the above (,) will occur once.

(c): POS register 1 is R and POS register 2 is N
If so (step ■ = YES), the shift lever is N→
Since it has been shifted to D, the shock prevention time limit of RO'M register J is first stored in timer register N in order to prevent shock. Then, set N, return to A, and tap ■.

At ■, D is stored in both the PO3I and PO32 registers, and as a result, steps ■ to ■ are passed, and step ■ becomes YES, and it is checked whether the car is almost stopped, and if it is almost stopped, the gear is shifted. Store 1 indicating the first speed in the register,
Start anti-shock timer. Then, when the time limit is exceeded, the process moves to step [phase].

Note that when the car is not at a near stop, or when the car is no longer at a near stop (because there is no shock), there is no need to start or continue the time period, and the process moves to step [phase].

(d): When the shift lever is in the 3rd, 2nd or L position, the process moves to step [phase] without counting the time limit.

(e): Shift lever position is step ■.

It should be detected in either ■, ■, or ■, but considering that the shift lever reading may be incorrect,
If the shift lever position is not detected in any of steps ~■, the process returns to step ■ via step ■.

Through each of the above operations, the shift lever position is detected and the corresponding settings are performed.

Next, in step [phase], the automatic gear shift reference data, that is, standard data on the flat road are stored in the ROM tables D1 to
Read from each of RAM tables D1 to D6.
6, respectively.

and shift lever position and slope inclination (SLO).
PE2, 4, 8), the data in the RAM tables D1 to D6 is rewritten (FIG. 17b).

That is, the standard data as shown in FIG. 12a is
12c or 12d. If the shift lever is in D and the road is flat, there will be no rewriting.

Incidentally, the slope slope is stored in the 5LOPE register in the slope detection/cancellation flow (details are shown below in FIG. 17e) performed by the above-mentioned interrupt, and the process is performed by referring to the memory data of the 5LOPE register.

Below, the RAM table D1 in which data is written in this way
~ D6 and the memory of the gear stage register are referred to perform automatic gear shift control, and table A L of the ROM 402 is also performed.
u+ A7 C, B Lus B 7o.

=68- Automatic lock-up control is performed with reference to CLII, CTc, and memory data of the gear stage register. These control flows are from step 11 in FIG. 17b.

(f): First, while driving in 1st gear (step (11)
) = YES), throttle opening (THR○ register 1
RAM table D1 with the address (memory data)
The actual vehicle speed (vehicle speed register 1) is read out and the actual vehicle speed (vehicle speed register 1
(data) is large (step (12)). If YES, the 5QL1 to 5OL3 registers and the on/off of the solenoid valves are set to the second speed, and 2 indicating the second speed is updated and stored in the gear register. In 1st gear, lockup does not occur, but in 2nd gear, there is a possibility that lockup occurs. (minimum time), then return to A. After returning to A, it is determined whether the lockup should be performed via ■-(11) and YES at (12), but since the time limit has already been taken, the process continues after step (12) = YES. It is determined that "it should be locked up", and the lockup (SLO3 register "
1", the solenoid valve 370 is energized), there is almost no shock due to lock-up.

(g): Running in 2nd gear (step (12) = YES)
In this step, the vehicle speed in the RAM table D2 is read out using the memory data in the THRO register 1 as an address, and it is determined whether the vehicle speed in the vehicle speed register 1 is smaller than this. In other words, check whether it is necessary to shift to 1st gear. And if it is small, 2 → 1
The gear shift is performed, the gear stage register 1 is stored in memory, and the process returns to A. If the vehicle speed is greater, the vehicle speed in the RAM table D3 is read out and it is checked whether the vehicle speed in the vehicle speed register 1 is greater than this.

In other words, see if it is necessary to shift to 3rd gear. Then, when it is necessary to shift to 3rd gear, the memory of the 5OL3 register is
1", that is, whether it is in a lock-up state, and
”, the 5OL3 register is cleared and set to “0” to release the lock-up and time the shift timing B. At this shift timing B (DG in Fig. 17b and GH in Fig. 17c), first, the change in throttle opening for 0.5 seconds (50 executions of the 0.01 second timer) is Look at this, and use this as the change in throttle opening.
Using this as an address, read the time limit value from table Kb,
Also, by using the data in THR○ register 1 as an address, read the time limit value from table Ka, store the sum of both values in timer register B, and execute the 0.01 second timer program the number of times indicated by the memory data in register B. , corresponding to the throttle opening and its changes.
The shock prevention timing is set from lock-up release to gear shift (2→3). And when it comes to gear shifting timing,
As shown at H-F in FIG. 17b, the gear is switched to the third gear, 3 is stored in the gear register, and the lock-up judgment timing A is set so as not to immediately cause a lock-up in the third gear, and the process returns to A. This lock-up determination timing A is executed in the same manner as the shift timing B, but the throttle opening and the time limit values corresponding to the changes thereof are those of the table Kc and the table Kd. When it is not necessary to shift to 3rd gear, first check whether "1" is stored in the 5OL3 register to see if it is in a lock-up state, and if NO, the throttle opening (memory data of THRO register 1) is used as the address. and table ALυ
Read the vehicle speed and check whether the vehicle speed in vehicle speed register 1 is higher than this. If it is large, lock-up is required, so proceed to J in FIG. 17c, store "1" in the 5OL3 register, set the solenoid valve 370 to be energized, and lock-up. If it is already locked up, check to see if the throttle opening in THRO register 1 is 0, and if it is 0, check to see if it is out of the lockup range to prevent shock. Read the vehicle speed and see if the vehicle speed in vehicle speed register 1 is smaller than this. If it is smaller, the lock-up is released, and if it is smaller, the lock-up is fine, so the process returns to A.

(h): The shift determination control and lock-up determination control when the vehicle is running in the third gear are also the same as those in the case where the vehicle is running in the second gear as described in (g) above. However, in 3rd gear, 3
→ RAM table D4 is referenced in the 2nd gear shift determination, and 3→4
The RAM table D5 is referred to in the shift determination, the table BLu is referred to in the lock-up determination, and the table BTIZ is referred to in the lock-up release determination. (Fig. 17c onwards and M-A in Fig. 17d).

(i): The case when running in 4th gear is almost the same as the case when running in 2nd gear in (g) above, but the 4→3 shift judgment causes RA.
M table D6 is referred to, there is no shift to the upper gear and no gear change determination, table CLu is referred to for lock-up determination, and table cTc is referred to for lock-up release determination.

Next, the flow of detecting slope running and cancellation by interrupt and storing slope slope data in the 5LOPE register is shown in FIGS. 17e and 17f, and will be described. In addition, the 15th
It will be easier to understand by referring to Figures a to 1.5c.

(j): First, when the gear stage is 4th speed (see Figure 15c), Ll (table G1) and 5L1 (table G2
), and the vehicle speed at the previous interrupt is greater than or equal to the vehicle speed at the current interrupt, and the throttle opening at the current interrupt is not smaller than the throttle opening at the previous interrupt. In other words, when the vehicle is not accelerating, 8 is stored in the 5LOPE register, assuming that the vehicle is not accelerating even though the accelerator is pressed (i.e., the vehicle is heavily loaded or is climbing a slope). .

(k): When the gear stage is 3rd gear (Figure 15c and 1st gear)
5b), the 5LOPE4 judgment is made in the same way as in (j) above, and the 5L performed in (j) is
A determination is made whether to cancel OPE8.

In the case of determination of 5LOPE4, it is the same as (j), but tables F1 and F2 are referred to. 5LOPE8 is canceled when the vehicle speed is higher than SLl (Table G2) in Figure 15c, the vehicle speed at the time of the current interrupt is greater than or equal to the vehicle speed at the previous interrupt, and the throttle opening at the previous interrupt is lower than the full interrupt. When the throttle opening degrees are small or equal, it is assumed that the vehicle is running on a flat road, and 8 in the 5LOPE register is cleared.

(fl): Even when the gear stage is 2nd speed (see Figures 15a and 15b), 5LOP is applied in the same way as in (k) above.
A determination of E2 and a determination of cancellation of 5LOPE4 are made. However, tables E1 and F2 are referred to in determining 5LOPE2. In addition, if it is determined that 5LOPE4 is canceled, 5
8 is stored in the LOPE register. 5LOPE2
Canceling is performed when the gear position is the first speed, and the procedure is the same as in case (k).

At the end of such a slope detection/cancellation flow, the vehicle speed and throttle opening at the time of the current interruption are stored in the vehicle speed register 2 and THR◯ register 2, respectively.

〔Effect of the invention〕

In the present invention, as described above, in each gear stage,
Based on the relationship of the transmission torque of the torque converter output shaft, a region where lock-up operation is advantageous and a region where lock-up release is advantageous are determined in advance, and when the vehicle driving condition is in the region where lock-up is advantageous, lock-up is performed and lock-up is released. Since the lock-up is released when the engine is in an advantageous range, deterioration in power performance is prevented and fuel efficiency is further improved.

[Brief explanation of the drawing]

Figure 1 is a graph showing the relationship between engine speed and engine torque, Figure 2 is a graph showing the relationship between torque converter slip ratio and torque ratio, and Figure 3 is a graph showing the relationship between engine speed and engine torque. It is a graph showing a suitable area. Figure 4a is a graph showing the range in which the lockup shown in Figure 3 is appropriate, using the output shaft rotation speed and throttle opening of the torque converter as indicators, and Figure 4b is a graph showing the range in which the lockup determined by the vehicle speed, throttle opening, and gear position is appropriate. FIG. 4c is a graph showing quantized lockup operation boundaries and lockup release boundaries for lockup operation only in areas where lockup is appropriate. FIG. 5 is a block diagram showing one automatic transmission to which the present invention is applied, FIG. 6 is a block diagram showing a hydraulic control system that controls the operation of this automatic transmission, and FIG. 7 is a block diagram showing this hydraulic control system. System solenoid valves 320, 330 and 37
FIG. 2 is a block diagram showing the configuration of a digital electronic control device that controls energization of 0; FIG. 8 is a plan view showing a program for explaining the interrupt operation of the control device shown in FIG. 7. Fig. 9a is a block diagram showing the main parts of the control device shown in Fig. 7 in more detail, Fig. 9b is a circuit diagram showing the power supply circuit, Fig. 9c is a circuit diagram showing the vehicle speed detection circuit, and Fig. 9d is a block diagram showing the shift lever. - Position sensor 410 and its input/output boat 40
FIG. 9e is a circuit diagram showing a connection circuit for a throttle opening sensor, and FIG. 9f is a circuit diagram showing a solenoid driver. Fig. 10a is a plan view of the throttle opening sensor 430, Fig. 10b is a sectional view taken along the line X-B-XB, Fig. 10c is a plan view showing an enlarged printed circuit board 433, and Fig. 10d
The figure is a plan view showing the slider 435, and FIG. 10e is a plan view showing the output code of the throttle opening sensor 430. Figure 11a shows the solenoid valve 320.3 shown in Figure 6.
A front view showing one of 30 and 370, and FIG. 11b is a sectional view taken along the line XIB-XIB. FIG. 12a is a graph showing gear change reference data stored in the ROM 402, and FIG. 12b is a graph showing gear change reference data stored in the ROM 402. FIG. 12c and FIG. 12d are graphs showing gear shift reference data written in the RAM 403 with reference to the data shown in FIG. 12a. Figure 13a is a graph showing the relationship between traction force and vehicle speed.
Figure 3b is a graph showing the relationship between road surface slope and acceleration. FIGS. 14a, 14b, 14c, and 14d are graphs showing the relationship between slope slope and vehicle speed at each gear stage. FIG. 15a, FIG. 15b, and FIG. 15c are graphs showing the slope running area and the flat road running area at each gear stage. FIG. 16a is a graph showing the locking time with respect to the throttle opening degree from when lockup is released until shifting, and FIG. 16b is a graph showing the locking time with respect to the throttle opening acceleration. Figure 16c shows the period from shifting to lock-up.
Graph showing restraint time with respect to throttle opening, 16th
Figure d is a graph showing the constraint time versus throttle opening acceleration. 17a, 17b, 17c, and 17d show shift determination and shift control performed by the digital electronic control device 400 based on control program data fixedly stored in the ROM 402. It is a flowchart showing operations such as lock-up necessity and lock-up control. 17e and 17f are flowcharts showing the slope detection/cancellation operation performed by the digital electronic control device 400 based on the interrupt program data fixedly stored in the ROM 402. FIG. 1: Torque converter 2 Niopatribe mechanism 3:
Gear transmission mechanism 5: Pump 6: Turbine 7: Stator 8: Crankshaft 9: Turbine shaft 10: Carrier
11: Sun Gear Co: Multi-plate clutch F. D one-way clutch 14: Planetary pinion 15: Ring gear 16: Case BO: Multi-disc brake 50: Direct clutch 100: Oil sump 102: Pressure regulating valve
21O: Manual shift valve 220: 1-2 shift valve 230: 2-3 shift valve 370: Lock-up control solenoid valve 320.330: Switching solenoid valve 400: Digital electronic control device

Claims (4)

[Claims] (1) A first indicator such as the rotational speed of the torque converter output shaft or the corresponding rotational speed, a second indicator such as the opening degree of the engine throttle valve or a corresponding amount indicating the engine operating state, and a shift lever. The gear to be shifted is determined based on a third index such as the position and the gear, and the gear is shifted, and in each of the two or more gears, a region where lock-up operation is advantageous and lock-up release is determined for each gear. is predetermined in advance based on at least the relationship of the transmission torque of the torque converter output shaft, and the torque converter is locked up when at least the first indicator is in the lock-up operation area, and locked when it is out of the lock-up operation area. A lock-up control method for a torque converter on a vehicle, characterized by releasing the lock-up. (2) A first indicator such as the rotational speed of the torque converter output shaft or the corresponding rotational speed, a second indicator such as the opening degree of the engine throttle valve or a corresponding amount indicating the engine operating state, and the shift lever. The gear to be shifted is determined based on a third index such as the position and the gear, and the gear is changed, and at each of the two or more gears,
The lock-up operation region corresponding to each gear stage is predetermined to be located in the region where the transmission torque when lock-up is engaged is larger than the transmission torque when lock-up is released, and at least A lock-up control method for an on-vehicle torque converter, characterized in that the torque converter is locked up when the first index is within the lock-up operation range, and the lock-up is released when the first index is outside the lock-up operation range. (3) A first indicator such as the rotational speed of the torque converter output shaft or the corresponding rotational speed, a second indicator such as the opening degree of the engine throttle valve or a corresponding amount indicating the engine operating state, and the shift lever. The gear to be shifted is determined based on a third index such as the position and the gear, and the gear is shifted, and one of the first and second indicators and the third index are used as indicators for each of the two or more gears. and predetermining the other of the first and second indicators, a region where lock-up operation is advantageous and a region where lock-up release is advantageous, based on at least the relationship of the transmitted torque of the torque converter output shaft, and Lock-up control of a torque converter on a vehicle, characterized in that the torque converter is locked up when the other is in a region where lock-up operation is advantageous, and the lock-up is released when the other is in a region where lock-up release is advantageous. Method. (4) A first indicator such as the rotational speed of the torque converter output shaft or the corresponding rotational speed, a second indicator such as the opening degree of the engine throttle valve or a corresponding amount indicating the engine operating state, and a shift lever. The gear to be shifted is determined based on a third index such as the position and the gear, and the gear is changed, and at each of the two or more gears,
One of the first and second indicators and the third indicator are used as indicators, and the transmission torque of the other of the first and second indicators when lock-up is released A region where lock-up operation is advantageous when the transmission torque is larger than the transmission torque when the lock-up is released, and a region where it is advantageous to release the lock-up where the transmission torque when the lock-up is released is larger than the transmission torque when the lock-up is performed. A torque converter on a vehicle, which is predetermined and locks up the torque converter when the other is in a region where lock-up operation is advantageous, and releases the lock-up when the other is in a region where lock-up release is advantageous. lockup control method.