JPH02129459A - Lock-up clutch control device - Google Patents

Abstract

PURPOSE:To improve operating performance at the time of ascending and descending a slope by releasing a lock-up clutch when the driving torque is small during non-operation of a speed control device and engaging the clutch when the driving torque is small during operation of the speed control device. CONSTITUTION:A control circuit 10 for constant-speed running is adapted to control a lock-up clutch of an automatic transmission through a control circuit 11 for speed change as usual when the driving torque of an engine 15 is high during constant speed running control set by a setting device 12a. Accordingly, when the driving torque is decreased in going down hill, the lock-up clutch is engaged to work an engine brake, and in a up-grade slope, the lock-up clutch is released so as to ascend a slope without irrational shift-down. On the other hand, when the driving torque of the engine 15 is small during non-operation of a releasing device 12b, the lock-up clutch is released and even if an acceleration pedal 19 is suddenly separated, shock is measured by a torque converter. Thus, the operating performance can be improved.

Description

DETAILED DESCRIPTION OF THE INVENTION [Object of the Invention] (Industrial Application Field) The present invention relates to a control device for a lock-up clutch of a torque converter in a drive device equipped with a torque converter and a speed control device.

(Prior Art) Conventionally, a lock-up clutch of a vehicle has been controlled according to the driving state of the vehicle. For example, the engine driving torque is estimated based on the opening degree of the throttle valve, and the engagement and release of the lock-up clutch is controlled based on the relationship between the vehicle speed and the driving torque. Here, when the driving torque of the engine changes from a high state to a low state, the engine shifts from being a driving source for driving the vehicle to being a load, and engine braking is applied. If this change occurs while the lock-up clutch is engaged, a shock will occur in the vehicle and the feeling will be poor. To solve this problem, a technology was developed in Japanese Patent Laid-Open No. 56-39353 that released the lock-up clutch when the drive torque was low.
It is disclosed in the publication No.

In addition, in order to improve vehicle operating performance,
Some vehicles include a speed control device that maintains the speed of the vehicle at a constant speed or adjusts the acceleration or deceleration of the vehicle. Here, in order to improve responsiveness while the speed control device is operating, or to effectively use engine braking on downhill slopes, it is better to engage the lock-up clutch when the vehicle speed is relatively high while the speed control device is operating. , this technique is
It is disclosed in Japanese Patent Application Laid-Open No. 58-72763.

(Problem B to be solved by the invention) However, if the lock-up clutch is released when the driving torque is low, and when the speed control device is operating and the vehicle approaches a downhill slope, the speed control device will reduce the engine's driving torque. To weaken the lock-up clutch, the lock-up clutch is released. When the lock-up clutch is released, engine braking becomes less effective.

Furthermore, if the lock-up clutch is engaged while the speed control device is in operation, the lock-up clutch will always remain engaged even on an uphill slope. Here, it is possible to climb a steeper slope by releasing the lock-up clutch than by climbing the slope with the lock-up clutch engaged. Therefore, it is necessary to downshift early while the lock-up clutch is kept engaged. In general, it is easier to engage and release the lock-up clutch than to shift gears! +7 There are few ri.

Therefore, the technical object of the present invention is to make it possible to limit speed increase by engine braking on downhill slopes without impairing the feeling on uphill slopes even when the speed control device is in operation.

[Structure of the invention]

(Means for Solving the Problems) The technical means used in the present invention to solve the above technical problems are: a torque converter that changes the drive torque/l of a vehicle engine; an input shaft and an output of the torque converter; In a vehicle equipped with a lock-up clutch that allows or prohibits relative rotation between shafts, and a speed control device that controls the driving torque of the engine and controls the speed of the vehicle, speed control that detects whether or not the speed control device is operating. detection means;
A drive torque detection means for detecting the drive torque of the engine, which is connected to the speed control detection means and the drive torque detection means, and instructs the lock-up clutch to release when the speed control device is not operating and the drive torque is small. The invention also includes a lock-up control means.

(Operation) According to the above technical means, the lock-up clutch is controlled normally when the speed control detection means is activated or when the driving torque of the engine is high.

Therefore, when the speed control detection means reduces the driving torque of the engine on a downhill slope, the clutch is engaged as usual, and the engine brake is improved. When the engine's drive torque is high, normal lock-up control can be performed, so the lock-up clutch can be released when going uphill, making it possible to climb up the hill without having to force downshift. Further, when the speed control detection means is not operating, the lock-up clutch is released when the engine drive torque is low, so that even when the accelerator is suddenly released, the torque converter absorbs the shock.

(Example) Hereinafter, an example in which the present invention is applied to a vehicle running with an internal combustion engine will be described with reference to the drawings.

Referring to FIG. 1, the vehicle is equipped with an engine 15 and an automatic transmission 20. Automatic transmission 20 has a torque converter between the transmission mechanism and engine 15. The engine 15 is connected to an automatic transmission 20, and an output shaft of the automatic transmission 20 drives wheels 23. engine 1
Fuel supply to 5 is controlled by a throttle valve 14.

The throttle valve 14 is driven by an accelerator pedal 19. When the accelerator pedal 19 is depressed, a link 16 (described later) rotates, and the link 16 rotates the throttle valve 14. By depressing the accelerator pedal 19, the amount of fuel supplied to the engine 15 increases, and the driving force of the engine 15 increases.

The link 16 is also rotated by the rotation of a fan-shaped cam 17, which will be described later. The fan-shaped cam 17 is rotated by an actuator 18, which will be described later. The actuator 18 is connected to boats P2 and P of the electronic control circuit 10 for constant speed running, which will be described later.
It is controlled by the output data of 3.

A toothed rotor 22 is fixed to the output shaft of the automatic transmission m20. A vehicle speed sensor 2 is located opposite to this rotor 22.
1 is provided. The vehicle speed sensor 21 is an electromagnetic pink-up type sensor that converts changes in magnetic flux into voltage. When the output shaft of automatic transmission 20 rotates, rotor 22 rotates accordingly. Therefore, the magnetic flux around the vehicle speed sensor 21 changes, and the vehicle speed sensor 21 outputs a voltage pulse with a frequency proportional to the number of rotations and the number of teeth of the rotor 22. Since the output shaft of the automatic transmission 20 is connected to the rotating shaft of the wheel 23, the rotation speed of the wheel 23 can be estimated from the output of the vehicle speed sensor 21, and if the radius of the wheel 23 is known,
Vehicle speed can be estimated. The vehicle speed sensor 21 is connected to a boat PI of a constant speed driving electronic control circuit 10 and a boat P1 of a speed change electronic control circuit 11, which will be described later.

A setting device 12a and a canceling device 12b are connected to the constant speed driving electronic control circuit 10. The setting device 12a is a switch for setting a constant running speed, and when the switch is turned on, the output terminal is connected to the ground level of the vehicle, and when the switch is turned off, the output terminal is released. The output end is connected to the vehicle battery or other voltage source through a resistor (not shown), and is at Lo level when switched on and at Ht level when switched off. In this embodiment, the speed of the vehicle at the moment this switch is released is stored, and the speed of the vehicle is adjusted to this stored speed. The release device 12b is constituted by a switch similar to the setting device 12a, and its output is at Lo level when the switch is on and at Hi level when the switch is off. As will be described later, constant speed running control is canceled when the cancellation device 12b is switched on. The setting device 12a is connected to the boat PIO of the electronic control circuit 10 for constant speed travel, and the release device 12b is connected to the boat PIO of the electronic control circuit 10 for constant speed travel. The constant speed running electronic control circuit 10 has a baud P4 that outputs a Lo level signal during constant speed running control. This boat P4 is connected to a boat P6 of the speed change electronic control circuit 11.

A throttle sensor 13 is connected to the rotation shaft of the throttle valve 14 . The throttle sensor 13 detects the opening degree of the throttle valve 14 and transmits the opening degree data to the boat P5 of the electronic control circuit 11 for speed change. The transmission electronic control circuit 11 determines the gear position and engagement/release of the lock-up clutch according to the values of each input port, and controls the state of the automatic transmission 20. Automatic transmission 4120 is published in Japanese Patent Application Publication No. 1983.
This is a device of the type disclosed in Publication No.-39353.

The hydraulic circuit operates according to the output value of the electronic control circuit 11 for shifting, and shifts the gear and engages and releases the lock-up clutch.

Throttle valve 14 above. Link 16. The in-shaped cam 17 and the accelerator pedal 19 are as shown in FIG.

The link 16 has three coaxial fan-shaped cams 61.6669.

The fan-shaped cam 61 has one end connected to the accelerator pedal 19 m54.
The other end of the wire 55 engaged with is fixed with a pin 63. When the pedal 53 of the accelerator pedal 19 is depressed, the wire 55 is pulled and the fan-shaped cam 61 rotates. The fan-shaped cam 61 is biased by a spring 56 in a direction in which the wire 55 is pulled.

The other end of a wire 70, one end of which is engaged with one end of a throttle valve drive lever 73, is fixed to the fan-shaped cam 66 with a pin 65. A rotating shaft 74 of the throttle valve drive lever 73 is a rotating shaft of the throttle valve 14, and a valve 75 is fixed to the rotating shaft 74. The throttle valve drive lever 73 is biased by a coil spring 72 in a direction to close the throttle valve. When the fan-shaped cam 66 rotates, the wire 70 is pulled, and the valve 7
5 is open.

One end of the wire 51 is fixed to the fan-shaped cam 17 with a pin 49 , and the other end of the wire 51 is fixed to the fan-shaped cam 69 with a pin 64 . When the rotating shaft 41 of the fan-shaped cam 17 rotates, the wire 51
is pulled, and the fan-shaped cam 69 rotates. Fan-shaped cam 69
is biased by a spring 67 in the direction in which the wire 51 is pulled.

The fan-shaped cam 66 is sandwiched between the fan-shaped cam 61 and the fan-shaped cam 69. The fan-shaped cam 66 is connected to the protrusion 62 of the fan-shaped cam 61.
and a protrusion 58 that abuts against the protrusion 60 of the fan-shaped cam 69.

When the accelerator pedal 19 is depressed to a certain extent while the fan-shaped cam 17 is not rotating, the fan-shaped cam 61 rotates and the projection 62 of the fan-shaped cam 61 and the projection 57 of the fan-shaped cam 66 come into contact. When the accelerator pedal 19 is further depressed, the fan-shaped cam 66 rotates as the fan-shaped cam 61 rotates, and the throttle valve 14 is opened. When you release the accelerator pedal 19,
The fan-shaped cam 61 is returned to its original position by the spring 56, and the throttle valve 14 is returned to the closed state by the coil spring 72.

When the fan-shaped cam 17 rotates while the accelerator pedal 19 is not depressed, the fan-shaped cam 69 rotates, and the fan-shaped cam 6
The protrusion 60 of 9 and the protrusion 58 of the fan-shaped cam 66 come into contact with each other. When the fan-shaped cam 17 further rotates, the fan-shaped cam 66 rotates as the fan-shaped cam 69 rotates, and the throttle valve 14 is opened. When the fan-shaped cam 17 returns to its original position, the fan-shaped cam 6
9 is returned to its original position by the spring 67, and the throttle valve 14 is returned to the closed state by the coil spring 72.

When the accelerator pedal 19 is depressed and the fan-shaped cam 17 rotates at the same time, the fan-shaped cam 61 and the fan-shaped cam 69 rotate at the same time, but the fan-shaped cam 66 rotates in accordance with the cam that rotates more.

The fan-shaped cam 17 is rotated by an actuator 18. Referring to FIG. 3, the fan-shaped cam 17 is fixed to a rotating shaft 41. As shown in FIG. Fan-shaped gear 4 fixed to this rotating shaft 41
0 meshes with teeth 39 of a clutch driven gear 37 that is rotatably directed by a fixed shaft 33. The clutch driven gear 37 is made of a magnetic material and has an engagement protrusion 38 on its disk portion. A non-magnetic disc 3 is connected to this disc part via a leaf spring 36.
5 is facing. The disc 35 has an engaging protrusion 38. It has a receiving hole and is fixed to a magnetic clutch drive gear 32 rotatably directed by a fixed shaft 33. An electric coil 34 is housed inside the clutch drive gear 32. The clutch drive gear 32 meshes with the worm 46. A rotating shaft of the electric motor 31 is coupled to the worm 46 .

When electric motor 31 is energized, worm 46 rotates, and clutch drive gear 32 rotates. Here, when the electric coil 34 is energized, a magnetic flux interlinking with the electric coil 34 is generated, and the clutch driven gear 37 is pulled by the clutch drive gear 32 .

Then, the engagement protrusion 38 of the clutch driven gear 37 is connected to the disc 3.
5, and as the clutch drive gear 32 rotates, the clutch driven gear 37 rotates.

When the clutch driven gear 37 rotates, the rotating shaft 41 rotates via the fan gear 40, and the fan cam 17 rotates.

In this manner, the actuator 18 rotates the fan-shaped cam 17 by energizing the electric coil 34 and the electric motor 31.

The speed control electronic control circuit 10 is a digital circuit using a microcomputer, and operates according to the flowchart shown in FIG.

Referring to FIG. 4, when the speed control electronic control circuit 10 starts, it is first initialized, and the initial 3111 settings of the memory and the direction of the input/output boat are set (step 80). Next, input ports PO and PIO are read (step 8). Thereafter, the routine from step 81 to step 94 is repeatedly executed.

Here, if the voltage level of input port PIO is LO level, flag MSP is set to O, and output port PIO is set to O.
4 outputs a high level voltage and performs cancellation processing (steps 83 to 85).

In the cancellation process, the electric motor 31 is reversed and the electric coil 34 is energized, the fan-shaped cam 17 is returned to its original position, and the biasing of the throttle valve 14 by the fan-shaped cam 17 is released.

That is, speed control is canceled by switching on the release device 12b. The flag MSP is a flag indicating that speed control is in progress, and is set to 1 in step 93, which will be described later, during cancellation and during 0° control.

If the voltage level of the input port PlO is not at the Lo level and speed control is in progress (flag MSP is 1), speed control is performed (step 87). Although not shown here, the vehicle speed is calculated from the vehicle speed signal input to the input port Pl, the vehicle speed at the start of control is initially memorized and the electromagnetic coil 34 is energized, and then the difference between the memorized vehicle speed and the current vehicle speed is eliminated. The electric motor 31 is energized as follows. Since the direction of rotation of the electric motor 31 changes depending on the direction in which electricity is applied to the electric motor 31, the throttle valve 14 can be rotated in the opening direction and the closing direction, thereby increasing or decreasing the vehicle speed. If the current vehicle speed is lower than the stored vehicle speed, the throttle valve 14 is opened to accelerate the vehicle, and if the current vehicle speed is higher than the stored vehicle speed, the throttle valve 14 is closed to decelerate the vehicle and adjust the vehicle speed.

The voltage level of input port P10 is not l or o level,
When speed control is not in progress (flag MSP is 0), the state of input port PO is monitored. Flag MPO is input capo)
Indicates the voltage level of PO, and becomes O when the input port PO becomes Lo level (step 90), and becomes 1 when it becomes Hi level.
(step 92). Here, flag MP
When O changes from O to 1, that is, when the switch of the setting device 12a is turned on from off, the flag MSP becomes 1.
The voltage level of the output port P4 is converted to the LO level (steps 93 and 94). As a result, the speed control in step 87 will be executed during the next processing.

As described above, the speed control electronic control circuit 10 controls the speed of the vehicle to match the vehicle speed when the setting device switch is released, and continues until the release device switch is pressed. Further, during constant speed running control, an LQ level signal is output from output capo P4.

The speed change electronic control circuit 11 is a digital circuit using a microcomputer, and operates according to the flowchart shown in FIG.

Referring to FIG. 5, when the speed change electronic control circuit 11 starts, it is first initialized, and the initial setting of the memory and the direction of the input/output boat are performed (step 95).The following routine includes steps 96 to 109. is executed repeatedly.

First, input boat P5. The voltage levels of P6 and P7 are read (step 96).

Next, the vehicle speed is calculated from the data at input port P7 (step 97). Further, the throttle opening degree θ is calculated from the data of the input port P5 (step 98). Then, the gear stage and lock-up clutch are set based on the vehicle speed and throttle opening (steps 99 and 100). Here, the flag LC is set to 0 when the lock-up clutch is engaged, and the flag LC is set to 1 when the lock-up clutch is released. The engagement of the lock-up clutch is determined based on the lock-up diagram shown in FIG. 3-3L in the figure indicates a down line from lock-up on to off in 3rd gear, and 3-3L indicates an amplifier line from lock-up OFF to on in 3rd gear. 4-4L, 4-
4L is a four-in-a-row Daran line and up line. Next, the state of the input capo P6, that is, whether or not the speed control device is controlling the speed is checked (step 101). Here, when the speed control device is operating and performing speed control, step 1
Jump to 06. Also, if the speed control device is inactive and the speed is
When the control is not performed, the flag LC is set to 0 if the throttle opening θ is 0 to 10% (step 1).
02,103). Thereafter, if the flag LC is 1, a Hi level voltage is output to the output port P9, and if the flag LC is O, a LO level voltage is output to the output port P9 (steps 106 to 108). Output port P9 is Hi
If the output port P9 is at the Lo level, the lock-up clutch of the automatic transmission 20 is released, and if the output port P9 is at the Lo level, the lock-up clutch of the automatic transmission 20 is engaged. Finally, the output capo P8 process is performed in accordance with the determined gear position (step 109). The automatic transmission 20 performs a speed change operation depending on the state of the output port P8.

With this operation, the lock-up diagram during speed control is set to 7th.
The lock-up diagram during speed non-control is as shown in FIG. 8.

The above steps 101 to 103 can be modified as shown in FIG. In FIG. 6, when the speed control device is operating and performing speed control, the flag LC is set to 1 if the throttle opening θ is 0 to 10% (steps 104 and 105).

Here, during speed control, lock-up is forcibly turned on when the throttle opening is low.

In this way, the speed change operation and lock-up operation of the automatic transmission 20 are performed by the speed change electronic control circuit 11.
The operation of the lock-up clutch is corrected by the presence or absence of speed control and the throttle opening. Speed is not controlled and the lock-up clutch is forcibly released when the throttle opening is low. Therefore, when the accelerator is suddenly released, the lock-up clutch is released and the torque converter works to reduce sizzling. When the throttle opening is high, the lock-up clutch is engaged according to the lock-up diagram. During speed control, when the throttle opening is low, the lock-up clutch is engaged or forcibly engaged according to the lock-up diagram. Therefore, engine braking is improved and speed control characteristics are improved.

In addition, since observing the throttle opening means observing the driving force of the engine, the negative pressure of the intake manifold or the driving torque of the output shaft of the engine may be measured as a substitute for the throttle opening. However, since the accelerator and throttle valve are separated by a link during speed control, the accelerator opening cannot be used as a substitute for the throttle opening.

In this embodiment, the throttle sensor detects that the driving force of the engine has decreased, but the throttle valve may be provided with an idle switch that is turned on or off when the engine is idling to detect this.

The vehicle speed was detected by detecting the rotation speed of the output shaft of the automatic transmission, but the vehicle speed can also be estimated by measuring the rotation of other rotating shafts between the output shaft and the wheels. Also, other types of vehicle speed sensors may be used.

In this example, two types of electronic control circuits were used, one for speed control and one for speed change, but one microcomputer was used to
An integrated electronic control circuit that controls both may be used.

In this embodiment, constant speed traveling control is disclosed as speed control, but it may also be acceleration control TJ or deceleration control that keeps the acceleration of the vehicle constant. Further, the automatic transmission may be of any type as long as it has a lock-up clutch. Although the speed change electronic control circuit performs both speed change and lockup control, separate control circuits may be provided.

Furthermore, the present invention is not limited to vehicles, and can be applied to any device that includes an engine, a lock-up clutch, and a speed control device. If the present invention is applied to such a device, it will be easier to decelerate the output shaft during speed control, thereby improving speed control performance, and during non-speed control, it will be possible to prevent shocks or noise from occurring when the engine's driving force decreases. Can be done.

〔Effect of the invention〕

As explained above, the present invention includes a torque converter that converts the driving torque of the vehicle engine, a lock-up clutch that allows or prohibits relative rotation between the input shaft and the output shaft of the torque converter, and the engine driving torque. In a vehicle equipped with a speed control device that controls the speed of the vehicle, speed control detection means (step 84.94) that detects whether or not the speed control device (speed control electronic control circuit 10) is activated; A drive torque detection means (throttle sensor 13) that detects the drive torque of the speed control device and the drive torque detection means is connected to the speed control detection means and the drive torque detection means, and is connected to the lock-up clutch when the speed control device is not in operation and the drive torque is small. The lock-up control means is provided to issue a release instruction (steps 101, 102, 103, and 108). Furthermore, the lockup control means includes:
When the speed control device is activated and the driving torque is small, the lock-up clutch is instructed to engage (step 101.1).
04, 105, 107).

Therefore, during speed control, it is easier to decelerate the output shaft, so speed control performance can be improved, and when speed is not controlled, it is possible to suppress the generation of shock or noise when the driving force of the engine decreases.

[Brief explanation of the drawing]

FIG. 1 is a block diagram of an embodiment using the present invention. FIG. 2 is a schematic explanatory diagram of the vicinity of the link in FIG. 1. FIG. 3 is a sectional view of the actuator of FIG. 1. FIG. 4 is a flowchart of the speed control electronic control circuit of FIG. 1. FIG. 5 is a flowchart of the electronic control circuit for speed change shown in FIG. FIG. 6 is a flowchart showing a main part of the flowchart shown in FIG. 5, with some changes made. FIGS. 7 and 8 are lock-up diagrams of this embodiment. 10... Electronic control circuit for constant speed running, 11... Electronic control circuit for shifting, 12a... Setting device, 12b
...Release device, 13...Throttle sensor,
14... Throttle valve, 15... Engine,
16...link, 17.61,66.69...
・Fan-shaped cam, 18...actuator, 19・
...Accelerator pedal, 20...Automatic transmission, 21
...Vehicle speed sensor, 22...Rotor, 23.
...Wheel, 31...Electric motor, 32...Clutch drive gear, 33...Fixed shaft, 34...Electric coil, 35...Disc, 36...Temporary spring, 3
7...Clutch driven gear, 38...Engagement protrusion,
39...teeth, 40...sector gear, 41.74.
... Rotating axis, 46... Worm, 49,63,6
4.65...pin, 51.55.70...wire,
53...Pedal, 54...Legs, 56.67.
・・Spring, 57.58, 60.62 ・・Protrusion, 72
...Coil spring, 73...Throttle pulp drive lever 75...Pulp.

Claims (2)

[Claims] (1) A torque converter that converts the driving torque of the vehicle's engine, a lock-up clutch that allows or prohibits relative rotation between the input shaft and output shaft of the torque converter, and a lock-up clutch that controls the driving torque of the engine and that controls the vehicle's engine. A vehicle equipped with a speed control device that controls speed, comprising: speed control detection means for detecting whether or not the speed control device is activated; drive torque detection means for detecting the drive torque of the engine; and the speed control detection means and drive torque. A lock-up clutch control device, comprising: a lock-up control device connected to a detection device, and instructing the lock-up clutch to release when the speed control device is inactive and the driving torque is small. (2) A torque converter that converts the driving torque of the vehicle's engine, a lock-up clutch that allows or prohibits relative rotation between the input shaft and the output shaft of the torque converter, and a lock-up clutch that controls the driving torque of the engine and A vehicle equipped with a speed control device that controls speed, comprising: speed control detection means for detecting whether or not the speed control device is activated; drive torque detection means for detecting the drive torque of the engine; and the speed control detection means and drive torque. is connected to a detection means, which instructs the lock-up clutch to release when the speed control device is not operating and the driving torque is small, and instructs the lock-up clutch to release when the speed control device is operating and the driving torque is small. A lock-up clutch control device comprising: lock-up control means for instructing engagement of the lock-up clutch.