JPH024823B2 - - Google Patents

Description

[Detailed description of the invention]

(Industrial Field of Application) The present invention is directed to a control device for an automatic transmission mounted on an automobile, particularly for reducing vibrations when the vehicle is stopped. (Prior Art) In a vehicle equipped with an automatic transmission, when the manual shift lever of the transmission is shifted to a driving range such as D or 2 and the vehicle is stopped, idle vibrations of the engine are transmitted through the transmission. There is a problem in that it is transmitted to the vehicle body and causes discomfort to the occupants. Therefore, it is conceivable that when the vehicle is stopped, the transmission is automatically switched to neutral even if the shift lever is in the travel range, and the idling vibration of the engine is cut off in the transmission. However, if this is done, a so-called N-D shock will occur when the transmission is returned from a neutral state to a power transmission state such as a first speed state at the next start. To deal with this, instead of putting the transmission in a neutral state when the vehicle is stopped, the gear that is normally in the 1st gear is changed to a higher gear such as 3rd or 4th gear, where the driving force of the output shaft is smaller. This is thought to reduce the transmission of engine idling vibrations to the vehicle body and prevent the occurrence of an N-D shock when starting the vehicle. An invention based on this idea is disclosed in, for example, Japanese Patent Laid-Open No. 56-57524. This invention maintains the transmission in the 1st gear state within a predetermined period of time when the driving range is stopped, and changes the gear to a high gear such as 3rd or 4th gear after the lapse of the predetermined period of time. It is designed to switch automatically. According to this, when starting within a short time after coming to a stop, since the gear position is held at 1st gear, it is possible to take advantage of the so-called creep phenomenon and start smoothly, and the stopped state can continue for a long time. In this case, the transmission is switched to a high speed gear in which the output is reduced, thereby reducing vibrations in the vehicle body due to idle vibrations of the engine. However, this invention has disadvantages in that the transmission of idle vibrations is not reduced within the predetermined time period, and the creep phenomenon cannot be utilized at the time of starting after the predetermined time period has elapsed. (Object of the Invention) The present invention deals with the above-mentioned actual situation when a vehicle equipped with an automatic transmission is stopped. By automatically switching to high gear, the transmission of engine idling vibration to the vehicle body is reduced, and N-D shock is prevented when starting. By holding the gear while the driver has the intention to continue stopping, the discomfort caused by the above-mentioned idling vibration is reliably prevented, and by returning the gear to 1st gear when the driver's intention to start is recognized. The first objective is to always utilize the creep phenomenon when starting the vehicle so that the vehicle can start smoothly. By the way, when the gear is switched to high gear and returned to 1st gear just before starting, the engine output becomes a large driving force amplified by the gear ratio of 1st gear and is transferred from the transmission to the wheels. This will occur suddenly, especially when the idle speed of the engine is higher than normal idle speed, such as when the engine is operating for warm-up or when an external load is applied. , the engine output increases when the idle increases, so
A larger driving force will suddenly act,
Therefore, when the vehicle starts, there is a risk that the vehicle will jump more than the driver expected. In other words, even when idling up, if the transmission is in 1st gear from the beginning, the driver will be able to recognize the large driving force and be able to deal with the sudden jump when starting. Sometimes, if the transmission is switched to a high gear and the driving force is small, it will not be able to respond when a sudden large driving force is applied by switching to 1st gear, and the car will jump. That's what happens. Therefore, a second object of the present invention is to prevent the above-mentioned jump of the vehicle when the gear is changed to a high speed when the vehicle is stopped in the driving range and then returned to the first gear immediately before starting. (Structure of the Invention) A control device for an automatic transmission according to the present invention is characterized by having the following structure in order to achieve the above object. That is, as shown in FIG. 1, a torque converter B is connected to the output shaft of the engine A, and a speed change gear mechanism C is connected to the output shaft of the torque converter B.
, a gear speed switching means D that switches the power transmission path of the speed change gear mechanism C to set a plurality of gear speeds, and a shift lever E that manually switches between a plurality of ranges such as a travel range and a neutral range. The automatic transmission F includes a driving range detecting means G for detecting that the shift lever E is in the driving range, an idle detecting means H for detecting that the accelerator pedal is not depressed, and a torque converter B. A stop detection means I detects the stopped state of the vehicle from a speed signal corresponding to the vehicle speed such as the turbine rotation speed or the output shaft rotation speed of the transmission F, and the braking detection means detects that a braking force is applied to the wheels. J, and idle-up detection means K for detecting the idle-up state of the engine, and in response to the output signals of these detection means G, H, I, J, and K, the shift lever E is in the driving range, When the accelerator pedal is not depressed and the vehicle is stopped and in a braking state, the gear changeover means D is controlled to change the gear to a high speed, and the changeover control to the high speed is controlled by engine idle up. It is provided with a control means L that sometimes prohibits the operation. According to such a configuration, when the vehicle is stopped with the shift lever E shifted to the driving range and the engine is in the normal idle state, if the brake is further actuated, In other words, when the driver intends to continue stopping the vehicle, the gear is switched to a high speed, thereby reducing the transmission of idle vibrations to the vehicle body while the vehicle is stopped. Then, when the driver releases the brake in order to start the vehicle, the gear position is returned to 1st speed, and a creep phenomenon occurs when the vehicle starts. However, even if the brakes are applied when the vehicle is stopped in the driving range, the gear will not be shifted to a high gear while the engine is in an idle-up state, and will remain in 1st gear. This prevents the vehicle from jumping out contrary to the driver's expectations as described above due to switching from high gear to first gear just before starting. However, in this case, the effect of reducing idle vibration cannot be obtained,
The vibration of the engine is originally small when the engine idles up, so there is no problem even if no vibration countermeasures are taken. (Example) Hereinafter, an example of the present invention will be described based on the drawings. FIG. 2 shows the mechanical structure and fluid control circuit of the automatic transmission 1. The automatic transmission 1 includes a torque converter 10 and a multi-speed gear mechanism 20.
and an overdrive speed change gear mechanism 40 disposed between the two. The torque converter 10 includes a drive plate 1
1 and the output shaft 3 of the engine 2 via the case 12
The turbine 14 includes a pump 13 directly connected to the turbine 13, a turbine 14 disposed opposite the pump 13 in the case 12, and a stator 15 disposed between the pump 13 and the turbine 14.
4 is coupled to an output shaft 16. Further, a lock-up clutch 17 is provided between the output shaft 16 and the case 12. This lock-up clutch 17 is constantly pressed in the tightening direction by the pressure of the working fluid circulating within the torque converter 10, and is released when release fluid pressure is supplied from the outside. The multi-speed gear mechanism 20 has a front planetary gear mechanism 21 and a rear planetary gear mechanism 22, and sun gears 23 and 24 in both mechanisms 21 and 22 are connected by a connecting shaft 25. The input shaft 26 to this multi-speed gear mechanism 20 is connected to a front clutch 27.
to the connecting shaft 25 via the rear clutch 2.
8 to the ring gears 29 of the front planetary gear mechanism 21, and between the connecting shaft 25, that is, the sun gears 23 and 24 in both the planetary gear mechanisms 21 and 22, and the transmission case 30. A second brake 31 is provided. The pinion carrier 32 of the front planetary gear mechanism 21 and the ring gear 3 of the rear planetary gear mechanism 22
3 is connected to an output shaft 34, and a low reverse brake 36 and a one-way clutch 37 are interposed between the pinion carrier 35 of the rear planetary gear mechanism 22 and the transmission case 30, respectively. On the other hand, in the overdrive transmission gear mechanism 40, a pinion carrier 41 is connected to the output shaft 16 of the torque converter 10, and a sun gear 42 and a ring gear 43 are connected by a direct coupling clutch 44. . Further, an overdrive brake 45 is provided between the sun gear 42 and the transmission case 30, and the ring gear 43 is connected to the input shaft 26 to the multi-speed gear mechanism 20. The multi-speed gear mechanism 20 configured as described above is conventionally known, and includes the clutches 27, 28 and the brake 3.
By selectively operating the gears 1 and 36, a gear ratio of three forward speeds and one reverse speed can be obtained between the input shaft 26 and the output shaft 34. Further, the overdrive speed change gear mechanism 40 operates when the clutch 44 is engaged and the brake 4
When the clutch 44 is released and the brake 45 is engaged, the output shaft 16 of the torque converter 10 and the input shaft 26 to the multi-speed gear mechanism 20 are directly connected. Combine drives. Next, the fluid control circuit of the automatic transmission will be explained. The working fluid discharged into the main line 51 from the oil pump 50 which is constantly driven by the engine output shaft 3 via the torque converter 10 is guided to the select valve 53 after its oil pressure is adjusted by the pressure regulating valve 52. . This select valve 53 has P,
It has a range of R, N, D, 2, 1, and D, 2, 1
In the microwave, connect the main line 51 to port a.
communicate with. This port a is connected to the actuator 28a of the rear clutch 28 through a line 54.
Therefore, in each of the forward ranges D, 2, and 1, the rear clutch 28 is always held in the engaged state. Further, the port a communicates with first, second, third, and fourth control lines 56, 57, 58, and 59. These control lines 56-59 are 1-
2 shift valve 61, 2-3 shift valve 62, 3-4 shift valve 63, and one end of lock-up valve 64, and drain lines 66, 67, 68, 69 are connected from each control line 56 to 59, respectively. The drain lines 66 to 69 are branched, and first, second, third, and fourth solenoids 71, 72, 73, and 74 are provided to open and close these drain lines 66 to 69, respectively. When these solenoids 71 to 74 are OFF, the drain lines 66 to 69 are released and the pressure in the corresponding control lines 56 to 59 is zero, but when they are ON, the drain lines 66 to 69 are closed and the pressure in the control line 5 is set to zero.
By increasing the pressure within 6 to 59, the above 1-
The spools 61a, 62a, 63a, and 64a of the 2-shift valve 61, 2-3 shift valve 62, 3-4 shift valve 63, and lock-up valve 64 are moved from the illustrated positions in the directions of arrows A, B, C, and D, respectively. Port a in the select valve 53 also reaches the 1-2 shift valve 61 via a line 76 branched from the line 54, and connects to the spool 61a.
When the valve is moved in the direction A by the working fluid from the first control line 56, it communicates with the line 77, and also connects to the second lock valve 78 and the line 79.
It communicates with the engagement side port 31a' of the actuator 31a of the second brake 31 through the above. As a result, working fluid is supplied to the port 31a', and the second brake 31 is engaged. Here, in the D range, the second lock valve 78 is supplied with working fluid from both ports b and c of the select valve 53 via lines 80 and 81, and is connected to the lines 77 and 79 as shown. However, in the 2nd range where port c is closed, working fluid is supplied only from port b and the spool 78a moves downward, thereby bringing the lines 80 and 79 into communication.
Therefore, in the 2nd range, the second brake 3
1 is tightened regardless of the state of the 1-2 shift valve 61. Port c, which communicates with the main line 51 in the D range, is guided by the line 81 to the 2-3 shift valve 62 via a one-way throttle valve 82. When the spool 62a of the 2-3 shift valve 62 is moved in the direction B by the working fluid from the two control lines 57, it is connected to the line 83, which is further branched into lines 84 and 85, one of which is the one mentioned above. Actuator 31 of second brake 31
The other end leads to the actuator 27a of the front clutch 27.
As a result, working fluid is supplied to the port 31a'' and the actuator 27a, the second brake 31 is released, and the front clutch 27 is engaged. Working fluid is led to the 1-2 shift valve 61 through a line 86, and further to the actuator 36a of the low reverse brake 36 through a line 87 when the spool 61a of the valve 61 is in the position shown.
leading to. As a result, the low reverse brake 3
6 is concluded. Further, in the R range, the port e as well as the port d communicate with the main line 51, so that the working fluid is guided to the 2-3 shift valve 62 through the line 88, and the spool 62a of the valve 62 is connected to the main line 51. above line 83 when in position
The second brake actuator 31a is connected to the release side port 31a'' of the second brake actuator 31a and the actuator 27a of the front clutch 27 via lines 84 and 85.Thereby, in the R range, the front clutch 27 is engaged together with the low reverse brake 36. In this case, the port a is closed and the rear clutch 28 is released.The main line 51 is selectively switched in its course by the select valve 53 as described above, and at the same time,
It is led to the 3-4 shift valve 63 and the engagement side port 45a' of the actuator 45a of the overdrive brake 45 via branch lines 89 and 90. The line 89 led to the 3-4 shift valve 63 is further connected to lines 91 and 92 when the spool 63a of the valve 63 is in the position shown, and one line 91 is connected to the actuator 44a of the direct coupling clutch 44. , the other line 92 is connected to the overdrive brake actuator 4.
Therefore, when the 3-4 shift valve 63 is in the illustrated state, both the engagement side and release side ports 45a', 4 of the overdrive brake actuator 45a are connected to the release side port 45a'' of the overdrive brake actuator 45a.
5a'', the overdrive brake 45 is released, and the direct coupling clutch 44 is
is in a state of being concluded. Then, the spool 63a of the 3-4 shift valve 63 is connected to the third control line 5.
By draining the lines 91 and 92 when moved in the C direction by the working fluid from 8,
Direct coupling clutch 44 is released and overdrive brake 45 is engaged. Further, from the main line 51, the pressure regulating valve 52 is connected to the main line 51.
Working fluid is led to the lock-up valve 64 via a branch line 93 that passes through the lock-up valve 64. When the spool 64a of the valve 64 is in the position shown, the torque converter 1
0, causing the lock-up clutch 17 in the torque converter 10 to disengage. When the spool 64a of the lock-up valve 64 is moved in the (d) direction by the working fluid from the fourth control line 59, the line 94 is drained and the lock-up clutch 17 is moved into the torque converter 10. It is fastened by the fluid pressure of. In addition to the above configuration, this fluid control circuit includes a cutback valve 95 for stabilizing the oil pressure from the pressure regulating valve 52, and a cutback valve 95 for stabilizing the oil pressure from the pressure regulating valve 52, and a pressure regulating valve 5 according to the magnitude of the intake negative pressure.
A vacuum throttle valve 96 for changing the line pressure by 2, and a throttle back-up valve 97 for assisting the throttle valve 96 are provided. Regarding the above configuration, the relationship between each of the shift solenoids 71 to 73 and the gear position in the D range, the relationship between the solenoid 74 and the lockup, and the relationship between the operating state of the clutch and brake in each range and the gear position are shown in the first diagram. , shown in Tables 2 and 3.

【table】

【table】

[Table] Next, the electric control circuit of the automatic transmission 1 will be explained using FIGS. 3 and 4. As shown in FIG. 3, this control circuit 100 is provided with a gear stage determination circuit 101 and a lock-up determination circuit 102, and these circuits 101, 1
02, a turbine rotation sensor 1 detects the rotation speed of the turbine 14 in the torque converter 10.
03, the throttle opening signal b from the throttle opening sensor 104 that detects the opening of the throttle valve in the engine 2, and the position of the shift lever provided in the automatic transmission 1. A D, 2, 1 range signal c from the shift position sensor 105 is input. In response to these signals a, b, and c, the gear stage determination circuit 101 and lock-up determination circuit 102 perform gear shift and lock-up determination circuits that are preset according to the turbine rotational speed and throttle opening as shown in FIG. Based on the up-up map, it is determined whether the operating state is in the shift-up zone, shift-down zone, or hold zone, and whether the operating state is in the lock-up activation or release zone, and based on the determination result. 1 depending on
~4 speed signals _d1 ~ _d4 and lockup signal e are output. Among these signals, 1st to 4th speed signals d ₁ to _{d 4}
are AND circuits 106, 107, 108 and OR
Solenoid selection map 110 via circuit 109
, and from the map 110, the solenoid corresponding to the gear to be set according to the above-mentioned Table 1 is determined.
The ON and OFF states are read, and control signals f ₁ to f ₃ are output to the first to third solenoids 71 to 73 shown in FIG. 2 to achieve the ON and OFF states. As a result, the ON and OFF states of the solenoids 71 to 73 are set, and the automatic transmission 1 is controlled to a required gear position according to the operating range. Further, the lockup signal e is sent to the fourth solenoid 74 shown in FIG. 2, and the solenoid 74 is turned on and off according to Table 2.
Turn it OFF to activate or release the lockup depending on the operating range. However, this control circuit 100 includes an idle control circuit 111 in addition to the above configuration. This idle control circuit 111 includes a D range switch 1 (which may also be used as the shift position sensor 105 in FIG. 3) that is turned on when the shift lever is shifted to the D range, as shown in FIG.
D range signal g from 12 and idle switch 113 that turns on when the accelerator pedal is not depressed.
, a turbine rotation signal a from the turbine rotation sensor 103, a foot brake switch 114 ₁ which detects the operation of the foot brake and the operation of the hand brake, respectively, and a first signal from the hand brake switch 114 ₂ . Second
Brake signals i ₁ , i ₂ and when the brake yoke is activated
A check signal j from a check switch 115 that is turned ON is input. The D range signal g and the accelerator signal h are directly input to the AND circuit 116, and the turbine rotation signal a is input to the F-V
The converter 117 converts the pulse signal indicating the rotation speed into a voltage signal, and the comparator 118 compares it with a predetermined voltage. When the turbine rotation speed has decreased to a very small predetermined rotation speed (for example, 200 RPM) or less, "1" is generated. ” is input to the AND circuit 116 as the stop signal a'. Here, the comparator 11
8, in order to prevent hunting, when the rotation speed decreases, for example, below 200 RPM, the output signal (stop signal) a' becomes "1", and when the rotation speed increases, for example, above 280 RPM, the output signal a' becomes "0". It is designed to operate with hysteresis so that.
Further, the first and second brake signals i ₁ and i ₂ are converted into a single brake signal i via an OR circuit 119 and inputted to the AND circuit 116, and the brake signal j is input to a NOT circuit 120. Therefore, the signal j' is converted into an inverted signal j' that becomes "1" when the signal is not in a signal, and is input to the AND circuit 116. And the applicable
From the AND circuit 116, when the D range signal g, idle signal h, stop signal a', brake signal i, and inverted stop signal j' are all "1", that is, the shift lever of the transmission is shifted to the D range. 4-speed fixed signal k which becomes "1" when the accelerator pedal is not depressed, the vehicle is stopped, at least one of the foot brake or hand brake is operated, and the brake is not operated. is output. This 4th speed fixed signal k is the OR circuit 1 shown in Figure 3.
09 together with the 4th speed signal _d4 , and is inverted and inputted into the three AND circuits 106, 107, and 108 together with _{the 1st} to 3rd speed signals d1 to _d3 , respectively. Therefore, when the 4th speed fixed signal k is "0", 1 to 1 according to the determination result by the gear stage determination circuit 101
The 4th speed signals _d1 to _d4 are input as they are to the solenoid selection map 110, and the first to third solenoids 71 to 7 are inputted as they are to the solenoid selection map 110, and the first to third solenoids 71 to 7 are inputted as they are to the solenoid selection map 110.
3 is activated, but when the 4th speed fixed signal k is "1", regardless of the determination result of the gear stage determination circuit 101,
The 4th speed fixed signal k is input to the solenoid selection map ₁₁₀ as a signal that has the same function as the 4th speed signal d4, and accordingly, the first to third solenoids 71 to 73 change the gear position to 4th speed. It operates so that As a result, when the driver is stationary with the shift lever shifted to the driving range, and the engine is in a normal idle state without being idle-up, and the brakes are being applied, that is, the driver If there is an intention to continue stopping the vehicle, the gear of the transmission is switched to 4th gear, and the output of the transmission is accordingly reduced, reducing engine idle vibrations transmitted to the vehicle body. Ru. Then, when the brake is released to start the vehicle, the brake signal i through the fourth speed fixing signal k become "0", so that the first speed is set according to the determination result of the gear stage determination circuit 101. This makes it possible to take advantage of the creep phenomenon to start the vehicle smoothly. However, when the throttle is activated, that is, when the engine speed is higher than normal idling, when the engine is idling up, the gear is temporarily shifted to 4 when the vehicle is stopped.
If the vehicle is shifted to 1st gear just before starting, there is a risk that the car will jump more than the driver expected when starting, but in this case, the start switch 115 shown in FIG. Since the signal j is "1" (the inverted signal j' is "0"),
The AND circuit 116 of the idle control circuit 111 is closed and the 4th speed fixing signal k becomes "0". Therefore, the gear position is maintained at the first speed by the passage control by the gear position determining circuit 101, thereby preventing the vehicle from jumping out when starting as described above. Note that the control circuit 100 that performs the above control is as follows:
For example, the control circuit 100 can be configured by a microcomputer, in which case the control circuit 100 operates according to the flowchart shown in FIG. 6 and subsequent figures. Next, this operation will be explained. Main Control First, the main control flowchart shown in Fig. 6 will be explained.
In accordance with A ₁ and A ₂ , various states are initialized and the range set by the shift lever or select valve 53 is read. and,
If set to 1 range, step A ₃
Execute steps A ₄ to _{A 8} from then on, first release the lockup, and check by calculation whether or not the engine rotation will overrun when you shift down to 1st gear. The gear is shifted to 2nd gear, and if there is no overrun, the gear is shifted to 1st gear. Also, if the range is set to 2, step A ₃ to step A ₉ will be performed.
Execute A ₁₀ and A ₁₁ to release lockup and shift to 2nd gear. However, if the setting is other than range 1 and range 2, that is, range D, then step A ₉
Step _A12 is then executed to determine whether the vehicle is running or stopped. Then, when the vehicle is running, in steps _A13 to _A15 ,
It performs shift-up control, shift-down control, and lock-up control, which will be described later, and also performs idle vibration countermeasure control in step _A16 when the vehicle is stopped. Shift-up Control Next, the shift-up control in step _A13 in the main control described above will be explained. As shown in FIG.
In B ₁ , the speed change gear mechanism 20, 40 shown in Fig. 2 is 4.
It is checked whether the gear is in the fourth gear or not. If the gear is in the fourth gear, it is impossible to shift up, so the control is terminated. 4
If the throttle opening is not at the same speed, follow steps _B2 to _B5 to read the current throttle opening and read out the set turbine rotation speed Tmap corresponding to the read throttle opening from the preset and stored shift up map. , and the actual turbine rotation speed T
Read and compare with the above set turbine rotation speed Tmap. Here, the shift up map is the 8th
As shown in the figure, the set turbine rotation speed Tmap corresponding to each throttle opening degree is stored as a shift-up line Mu, and this shift-up line Mu is the boundary line X between the shift-up zone and the hold zone shown in FIG. corresponds to When the actual turbine rotation speed T is larger than the set turbine rotation speed Tmap, that is, when the operating region is in the shift-up zone shown in FIG. 5 or FIG. 8, if the shift-up flag _F1 is "0", Following steps B ₅ to B ₆ to B ₈ , set the flag F ₁ to “1”.
, and then shift up the gear by one gear. The above shift-up flag _F1 indicates that shift-up control has been performed when it is "1".
Therefore, if the flag _F1 has already been set to "1" in step _B6 , the control is terminated without upshifting again. Further, when it is determined in step _B5 that _the actual turbine rotation speed T is smaller than the set turbine rotation speed Tmap, the set turbine rotation speed Tmap is multiplied by 0.8 and the _8th A new shift-up line Mu′ shown by a broken line in the figure is set. Then, only when the actual turbine rotation speed T is smaller than the new set turbine rotation speed Tmap corresponding to this line Mu', the shift-up flag _F1 is reset to "0" in preparation for the next shift-up control. Turbine rotation speed T is the new set turbine rotation speed Tmap
If it is larger than that, the control is immediately terminated and shifts to downshift control. The purpose of this control in steps _B9 to _B11 is to form a hysteresis zone to prevent so-called chattering, which is a complicated shift when the turbine rotational speed T is on the shift-up line Mu. Shift Down Control The shift down control at step _A14 in FIG. 6 is executed as follows according to the flowchart in FIG. First, in step _C1 , the speed change gear mechanism 20, 40
After confirming that the gear is in a gear other than 1st gear, that is, in a gear position where downshifting is possible, follow steps _C2 to _C5 to read the actual throttle opening and create a downshift map as shown in Figure 10. The set turbine rotation speed Tmap corresponding to the throttle opening at that time is read from the shift down line Md set in , and this is compared with the actual turbine rotation speed T. Here, the shift down line Md corresponds to the boundary line Y between the hold zone and the shift down zone shown in FIG. Then, when the actual turbine rotation speed T is smaller than the set turbine rotation speed Tmap, that is, when the operating region is in the downshift zone shown in FIG. 5 or FIG. 10, steps C ₆ to C ₈ are performed.
Accordingly, confirm that the shift down flag F ₂ is reset to "0" and set the shift down flag F ₂ to 0.
Set it to "1" and shift down the gear by one gear. In this case as well, if the flag _F2 has already been set to "1" in step _C6 , the control is terminated. In addition, when the actual turbine rotation speed T is larger than the set turbine rotation speed Tmap in step _C5 , the set turbine rotation speed Tap is multiplied by 1/0.8 according to steps _C9 to _C11 , and the broken line in FIG. A new shift down line Md' as shown in is formed, and the actual turbine rotation speed T and a new set rotation speed Tmap corresponding to this line Md' are compared. Then, only when T>Tmap, the downshift flag _F2 is reset to "0" to prepare for the next downshift control. Lock-up control Furthermore, the steps in the main control shown in Figure 6
The lockup control indicated by _A15 is executed according to the flowchart shown in FIG. In this control, the throttle opening degree is read according to steps _D1 to _D4 , and the set turbine rotation corresponding to the throttle opening degree at that time is determined from the lockup release line Moff set in the lockup as shown in FIG. Read the number Tmap,
This will be compared with the actual turbine rotation speed T. The actual turbine rotation speed T is the set turbine rotation speed
When it is smaller than Tmap, that is, when it is in the lockup release zone shown in FIG. 12, lockup is released in step _D5 . Set turbine rotation speed Tmap at which the actual turbine rotation speed T corresponds to the lock-up release line Moff.
If the size is larger, step D ₆ and D ₇ are performed, and the first
The lock-up release line is shown as a broken line in Figure 2.
Read the set turbine speed Tmap corresponding to the lockup operating line Mon, which is set by providing a hysteresis zone of a predetermined width on the high turbine speed side of Moff, and compare this set turbine speed Tmap with the actual turbine speed T. do. And T＞
Lockup operation is controlled by step _D8 during Tmap. Idle vibration countermeasure control However, in the main control shown in FIG. 6, when the shift lever is shifted to the D range and the vehicle is in a stopped state, idle vibration countermeasure control is performed in step _A16 . is carried out according to the flowchart shown in FIG.
In other words, when the shift lever is shifted to the D range and the vehicle is stopped as described above, it is further determined in steps E ₁ , E ₂ , and E ₃ whether the accelerator pedal is depressed or not, and whether the brake (foot brake or It is determined whether the steering wheel (handle brake) is operating or not, and whether or not the steering wheel is operating, and when the accelerator pedal is not depressed, the brake is operating, and the steering wheel is not operating, step E is executed. At ₄ , control is performed to shift up the gear stage to 4th speed. As a result, when the engine is in the normal idle state and the brake is activated when the vehicle is stopped in the D range, that is, when the driver's intention to continue stopping is recognized, the gear is shifted up to 4th gear. Transmission of engine idle vibration to the vehicle body is reduced. Then, when the brake is released to start the vehicle, the gear position is returned to 1st speed, resulting in a creep phenomenon. Additionally, when the engine is in an idling state with the brake activated, the gear does not shift up to 4th gear, regardless of the driver's intention to continue stopping, and this causes the vehicle to move contrary to the driver's expectations when starting. This prevents the car from jumping out. In the above embodiment, the gear stage is shifted up to 4th gear when the predetermined conditions are met in the D range, but it is also possible to shift up to 3rd gear, for example. If a plurality of gears are provided, the gear may be shifted up to a higher gear when a predetermined condition is met. (Effects of the Invention) As described above, according to the present invention, when a vehicle equipped with an automatic transmission is stopped with the shift lever in the driving range and the engine is in the normal idle state, the brake is activated. When the transmission is in operation, the gear position of the transmission is changed to a high speed position, and this change to the high speed position is not performed during idle up when the engine speed is higher than the normal idle state. While the driver is trying to maintain the stop in the idling state, the vibration of the vehicle body caused by the idling vibration of the engine is reduced, reliably preventing the discomfort caused by the idling vibration when the driver is stopped, and the driver's When the intention to start is recognized, the gear position is immediately returned to 1st gear, thereby making it possible to start smoothly by utilizing the creep phenomenon.
Additionally, if the engine is in an idle-up state with low vibrations, the gear will be kept in 1st gear regardless of the driver's intention, so the gear will be returned from high gear to 1st gear just before starting. As a result, the relatively large engine output is further amplified, resulting in a large driving force that will not suddenly act on the wheels, thereby preventing the vehicle from jumping off unexpectedly by the driver.

[Brief explanation of drawings]

Fig. 1 is an overall configuration diagram of the present invention, Figs. 2 to 13 show embodiments of the invention, and Fig. 2 is a configuration diagram showing the mechanical structure and fluid control circuit of an automatic transmission.
Figures 3 and 4 are circuit diagrams showing the electric control circuit, Figure 5 is a characteristic diagram showing control characteristics, Figures 6, 7, 9, 11,
Figure 13 is a flowchart showing the operation, No. 8, 1
Figures 0 and 12 are a shift up map, a shift down map, and a lock up map used for control, respectively. 1... Automatic transmission, 2... Engine, 3... Engine output shaft, 10... Torque converter, 2
0, 40... Speed gear mechanism, 100... Speed change means (control circuit), 103... Stop detection means (turbine rotation sensor), 111... Control means (idle control circuit), 112... Driving range detection Means (D range switch), 113... Idle detection means (idle switch), 114 ₁ , 114 ₂
. . . Braking detection means (foot brake switch, hand brake switch), 115 . . . Idle up detection means (choke switch).

Claims (1)

[Claims] 1. A torque converter connected to the output shaft of the engine, a speed change gear mechanism connected to the output shaft of the torque converter, and a speed change gear mechanism that switches the power transmission path of the speed change gear mechanism to set a plurality of speeds. and a shift lever for manually switching between a plurality of ranges such as a travel range and a neutral range, the automatic transmission comprising a travel range detection means for detecting that the shift lever is in the travel range, and an accelerator pedal. an idle detection means for detecting that the wheel is not depressed; a stop detection means for detecting a stop based on a speed signal corresponding to a stopped state of the vehicle; and a braking detection means for detecting that a braking force is applied to a wheel. means, an idle-up detection means for detecting an idle-up state of the engine, and an idle-up detection means for detecting an idle-up state of the engine; and receiving output signals from each of the above-mentioned detection means, when the engine is stopped in the driving range, the engine is in the idle state, and the wheels are braked. The present invention is characterized by comprising control means that controls the gear changeover means to switch the gear to a predetermined high speed when the engine is in an idling-up state, and prohibits the control of switching to the high speed when the engine is in an idle-up state. Automatic transmission control device.