JPH0460256A - Control device of automatic transmission - Google Patents

Abstract

PURPOSE:To obtain line pressure and variable speed line corresponding to lowering of driving force of an engine by correcting a signal from a throttle sensor to the small throttle opening side in case of detecting the operation of an attachment. CONSTITUTION:When an attachment such as an air conditioner or the like is not operated, line pressure control and speed change control are conducted as usually according to a normal signal obtained by a throttle sensor. On the contrary, when the attachment is operated, the operation is detected by an attachment signal operation detecting means, and a signal from the throttle sensor is subjected to correction, for example, decreased by a designated amount. According to the corrected throttle signal, the line pressure control and speed change control are conducted. Accordingly, it is possible to obtain the line pressure and variable speed point corresponding to output torque lowered by the operation of the attachment.

Description

[Detailed description of the invention] (b) Industrial application fields The present invention relates to a control device for an automatic transmission.

(b) Conventional technology As a conventional automatic transmission control device, Japanese Patent Application Laid-Open No. 58-34
There is one shown in Publication No. 258.

The automatic transmission control device shown here performs gear change control electrically based on electrical signals from the throttle sensor and vehicle speed sensor, so that line pressure does not affect the gear change control. It is. In this way, by making the line pressure control and the speed change control independent, the line pressure can be set to an optimal value depending on the engine load.

(c) Problems to be Solved by the Invention However, the conventional automatic transmission control device as described above has a problem in that when the engine output fluctuates, appropriate line pressure cannot be obtained. That is,
When you run the air conditioner, a portion of the engine's power is consumed to drive the air conditioner's compressor. The driving force that is manually applied to the automatic transmission is reduced by this amount. In this case as well, the line pressure of the automatic transmission is maintained as previously set, so the line pressure is too high compared to the actual input from the engine, increasing shift shock. The present invention aims to solve these problems.

(d) Means for Solving the Problems The present invention solves the above problems by correcting the throttle signal to be smaller when the air conditioner or the like is activated. That is, the present invention is directed to a control device for an automatic transmission that performs speed change control and operating pressure control using an electric signal from a throttle sensor as one input signal, and utilizes the output of an engine other than the automatic transmission. The present invention is characterized by having an accessory device operation detection means for detecting the operation of the accessory device, and a throttle correction means for correcting the signal from the throttle sensor to a smaller throttle opening when the accessory device operation detection means detects the operation of the accessory device. There is.

Ancillary devices include electrical devices such as air conditioners, power steering, lighting devices, and wipers.

(E) Operation When the air conditioner or other attached devices are not operating, line pressure control and gear change control are performed as usual using regular signals obtained from the throttle sensor. On the other hand, when the accessory device operates, the signal from the throttle sensor is corrected to reduce it by a predetermined amount, and line pressure control and speed change control are performed based on this corrected throttle signal. Therefore, a line pressure and shift point corresponding to the reduced output torque due to the operation of the accessory device can be obtained.

(F) Embodiments Hereinafter, embodiments of the present invention will be described with reference to FIGS. 2 to 6 of the accompanying drawings.

FIG. 2 shows a schematic diagram of a power transmission mechanism of an automatic transmission with four forward speeds and one reverse speed with an overdrive. This power transmission mechanism includes an input shaft 13 to which the rotational force from the engine output shaft 12 is transmitted via the torque converter 10, an output @ 14 which transmits the driving force to the final drive device, a first planetary gear set 5, a second planetary gear set. Gear set 16, reverse clutch 1
8, a high clutch 20, a forward clutch 22, an overrunning clutch 24, a low and reverse brake 26, a band brake 28, a row one-way clutch 29, and a forward one-way clutch 30. Note that the torque converter 10 has a lock-up clutch 11 built therein. The first planetary gear set 15 is composed of a sun gear S1, an internal gear R1, and a carrier PCI that supports a binion gear P1 that meshes with both gears S1 and R1 at the same time.
6 is composed of a sun gear S2, an internal gear R2, and a carrier PC2 that supports a pinion gear P2 that meshes with both gears S2 and R2 at the same time. Carrier PCI can be connected to input shaft 13 via high clutch 20, and sun gear S1 is connected to reverse clutch 18.
It can be connected to the input shaft 13 via. carrier PCI
is connected via the forward clutch 22 and the forward one-way clutch 30 connected in series to the forward clutch 22, or through the Ohar running clutch 2 arranged in parallel to the forward clutch 22 and the forward one-way clutch 30.
It can also be connected to internal gear R2 via 4.

Sun gear S2 is always connected to human power shaft 13, and internal gear R1 and carrier PC2 are connected to output shaft 14.
is always connected. lowant reverse brake 2
6 can fix the carrier PCI, and the band brake 28 can fix the sun gear S1. Row one-way clutch 29 is carrier P
The CI is arranged in an orientation that allows normal rotation (rotation in the same direction as the engine output shaft 12) but does not allow reverse rotation (rotation in the opposite direction to normal rotation).

The power transmission mechanism includes clutches 18, 20, 22 and 2.
4. By operating the brakes 26 and 28 in various combinations, each element (S
1, Sl, R1, R2, Pct, and PC2), and thereby the rotational speed of the output shaft 14 relative to the rotational speed of the input shaft 13 can be varied. By operating the clutches 18, 20, 22 and 24, and the brakes 26 and 28 in combination as shown in FIG. 3, four forward speeds and one reverse speed can be obtained. In addition, the ○ marks in Fig. 3 indicate operating clutches and brakes, α1 and α2 are the ratios of the number of teeth of sun gears S1 and S2 to the number of teeth of internal gears R1 and R2, respectively, and the gear ratio is the output This is the ratio of the rotation speed of the human powered shaft 13 to the rotation speed of the shaft 14.

FIG. 4 shows a hydraulic control device that controls the operation of the power transmission mechanism. This hydraulic control device includes a pressure regulator valve 40 and a pressure motifier valve 4.
2, line pressure solenoid 44, modifier pressure accumulator 46, pilot valve 48, torque converter relief valve 50, lock-up control valve 52, first shuttle valve 54, lock-up solenoid 56, manual valve 58, first shift hull pro 0
, second shift valve 62, first shift solenoid 64,
2nd shift solenoid 66, servo charger HALPRO 8.3-2 timing valve 70.4-2 relay valve 72.4-2 sequence valve 74, first return sink valve 76, second shuttle valve 78, Ohar running clutch Control pulse 80, overrunning clutch solenoid 82, overrunning clutch retyu sink valve 84.1-2 accumulator 86.2-3 accumulator 88.3-4
It includes an accumulator 90, an N-D accumulator 92, an accumulator control valve 94, a filter 96, etc., which are connected to each other as shown in the figure. 11 apply chambers 11a and release chambers 11b), a forward clutch 22, a high clutch 20, and a hunt brake 28 (this includes an apply chamber 28a for 2nd speed, a release chamber 28b for 3rd speed, and a release chamber 28b for 4th speed). 28c), reverse clutch 18, low reverse brake 26, and overrunning clutch 24 as shown, and is further equipped with a feedback accumulator 32. A pump 34, an oil cooler 36, a front lubrication circuit 37, and a rear lubrication circuit 38 are also connected as shown. A detailed explanation of these valves will be omitted.

For parts omitted from explanation, see Japanese Patent Application Laid-Open No. 63251652.
It is similar to that described in 1.

FIG. 5 shows a control unit 300 that controls the operation of solenoids 44,56,64,66 and 82. The control unit 300 has an input interface 3
11, reference pulse generator 312, CPU (central processing unit) 313, ROM (read only memory) 314, R
It has an AM (Runtime Access Memory) 315 and an output interface 316, which are communicated by an address bus 319 and a data bus 320. This control unit 300 includes an engine speed sensor 301, a heavy speed sensor 302, a throttle opening sensor 303, and a select position switch 304.
, kick town switch 305, idle switch 30
6. Full throttle switch 307, oil temperature sensor 30
8. Human power shaft rotation speed sensor 309, overdrive switch 310, air conditioner switch 600 (
A signal from a switch to activate the air conditioner, etc., or a human input.

On the other hand, shift solenoids 64 and 66, OHA run clutch solenoid 82, lock-up solenoid 5
6, and a signal is output to the line pressure solenoid 44.

Shift control by operating the solenoids 64, 66, 82 and 56 and line pressure control by operating the line pressure solenoid 44 are performed according to the control flow shown in FIG. First, the signal θ from the throttle opening sensor 303 is read (step 501), the signal from the near conditioner switch 600 is read (step 502), it is determined whether this is on or not (step 504), and if it is off, the throttle The throttle signal θ obtained from the opening sensor 303 is directly set as the control throttle signal TH (step 506). On the other hand, when the near conditioner switch 600 is on, the throttle signal θ obtained from the throttle opening sensor 303 minus ΔV is set as the control throttle signal TH (step 508). Next, line pressure control (510) is performed based on the control throttle signal TH.
and speed change control (512). By doing this, when the near conditioner is not operating, you will have the normal line pressure and shift line, but when the near conditioner is operating, you will have a smaller throttle signal than normal. Based on this, line pressure control and speed change control will be performed. That is, the line pressure decreases by an amount corresponding to the engine output consumed as the near conditioner operates, and the shift line also changes to the lower vehicle speed side. Therefore, when the near conditioner is in operation, the line pressure and shift line corresponding to the driving force actually applied manually to the automatic transmission are obtained.
Both the shift shock and shift line will be good.

Note that in this embodiment, a corrected throttle signal is used for both line pressure control and shift control; however,
It is also possible to use the corrected throttle signal only for line pressure control.

In addition to the near conditioner, power steering,
It is also possible to correct the throttle signal in the same way as above when a lighting device, wiper, etc. are activated.

(g) As described in detail, according to the present invention, the throttle signal is corrected when an accessory device such as a near conditioner is activated, so that the throttle signal is corrected to compensate for the reduction in engine driving force. Line pressure and shift line can be obtained, improving driving feeling.

[Brief explanation of drawings]

IF diagram is a diagram showing the relationship between the constituent elements of the present invention, Fig. 2 is a skeleton diagram of the automatic transmission, Fig. 3 is a diagram showing the combination of elements that operate at each gear stage, and Fig. 4 is a diagram showing the hydraulic circuit. FIG. 5 is a diagram showing a control unit, and FIG. 6 is a diagram showing a control flow. 300...Control unit, 600...Near conditioner switch. Figure 1 Patent applicant Jatco Co., Ltd. Agent Patent attorney Toshiyuki Miyauchi

Claims (1)

[Scope of Claims] 1. In a control device for an automatic transmission that performs speed change control and operating pressure control using an electric signal from a throttle sensor as one input signal, the operation of an accessory device that uses the output of an engine other than the automatic transmission An automatic transmission characterized by having an accessory device operation detection means for detecting the operation of the accessory device, and a throttle correction means for correcting a signal from a throttle sensor to a smaller throttle opening when the accessory device operation detection means detects the operation of the accessory device. control device. 2. The automatic transmission control device according to claim 1, wherein the accessory device is at least one of an air conditioner, a power steering, a lighting device, a wiper, and other electrical devices.