JPH1130318A - Shift control device for automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To restrain the generation of a shock and the sense of incompatibility of a driver when shift is command on the way of tightening of a lock up clutch by controlling the tightening state of the lock up clutch based on the tightening state of the lock up clutch after shift or the shift direction. SOLUTION: Based on the operation state and tightening capacity of a lock up clutch, whether or not this is an area for tightening the lock up clutch during shift is judged (step S5) and after advancing to the area for carrying out a lock up during shift (step S6), while advancing to the area for carrying out an unlock up during shift (step S10) and setting a lock up flag FLU to 1, the speed change is carried out (step S11). This judgement of the lock up or unlock up during shift, for example, is carried out by comparing a throttle opening with a prescribed value.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift control device for an automatic transmission, and more particularly to an improvement in a shift control device having a lock-up clutch and capable of switching between an automatic shift mode and a manual mode.

[0002]

2. Description of the Related Art In an automatic transmission employed in a vehicle, a torque converter having a lock-up clutch is interposed between the automatic transmission and an engine. Lock-up clutch engagement (lock-up), release (unlock-up)
To improve fuel efficiency during the engagement period. This lock-up control is performed in accordance with driving conditions such as vehicle speed and throttle opening (depression amount of an accelerator pedal) and a shift state of an automatic transmission, and a lock-up clutch is engaged at each shift speed at which lock-up is performed. Line (L /
U-ON line) and unlocking release line (L / U)
-OFF line) is set according to operating conditions such as the vehicle speed and the throttle opening (JP-A-7-174226).

In lock-up control during gear shifting,
Equipped with a timer that prohibits lock-up during shifting,
The timing of unlocking (disengagement of the lock-up clutch) during shifting is adjusted according to the driving state to improve shifting performance.

A shift control device for an automatic transmission employed in a vehicle includes a conventional manual transmission in addition to an automatic shift mode in which a shift speed is determined according to operating conditions such as a vehicle speed and a throttle opening. Similarly to the above, there are known some manual modes for selecting a predetermined gear position in accordance with a gear shift operation of a driver, for example, Japanese Patent Application Laid-Open No. 8-31774. .

[0005]

However, when the lock-up control as in the conventional example described above is applied to the manual mode as in the latter, the shift operation and the lock-up control become irrelevant in the manual mode, and the lock-up control is not performed. A shift command may be issued during the engagement of the up-clutch, and in such a case, the engagement of the lock-up clutch by the lock-up control and the lock-up or lock-up prohibition timer by the shift control are operated in duplicate. become.

That is, as shown in FIG. 4A, when the engagement of the lock-up clutch is started at time t1 and an upshift command is issued at time t2, the lock-up prohibition timer is activated, and the shift is performed. End time t4
The engagement of the lock-up clutch is delayed until a predetermined time t5 thereafter, and as a result, the output shaft torque temporarily increases suddenly to cause a peak, which causes a problem that a shock occurs.

Further, as shown in FIG. 8A, a downshift command is generated during engagement of the lock-up clutch,
If the lock-up state after the downshift according to the driving state is unlocked, the lock-up clutch is released immediately after the lock-up clutch is completed at the same time as the shift is completed, so the engine speed is reduced. There is a problem in that the rider climbs in two stages, giving the driver an uncomfortable feeling.

Accordingly, the present invention has been made in view of the above problems, and has been made in the manual mode of an automatic transmission.
It is an object of the present invention to suppress a generation of a shock and a sense of discomfort to a driver when a shift is commanded during engagement of a lock-up clutch, and to smoothly shift.

[0009]

SUMMARY OF THE INVENTION A first aspect of the present invention is directed to an automatic transmission connected to an engine via a torque converter having a lock-up clutch, and a shift stage for setting a shift stage according to a driving state of a vehicle. In a shift control device for an automatic transmission, comprising a setting unit and a lock-up control unit that controls the lock-up clutch according to a driving state of a vehicle, the lock-up control unit is in the process of engaging the lock-up clutch. Shift-up command detecting means for detecting a gear-change command from the gear-position setting means when the lock-up start detecting means detects that the lock-up clutch is being engaged. Lock-up area determining means for determining the engaged state of the lock-up clutch after shifting based on the state; Based on the engagement state or shifting direction Pukuratchi, and a fastening state changing means for controlling the engagement state of the lock-up clutch.

As shown in FIG. 10, a second invention is a torque converter 12 having a lock-up clutch 12a.
, An automatic transmission 10 connected to the engine via the automatic transmission 10, a shift mode switching means 50 for selectively switching between an automatic shift mode and a manual mode of the automatic transmission 10, and a manual mode selected by the shift mode switching means 50. The automatic transmission includes a gear position setting means 51 for setting a gear position in accordance with a driver's operation, and a lock-up control means 52 for controlling the lock-up clutch 12a in accordance with a driving state of the vehicle. In the shift control device, the lock-up control means 52 is provided with the shift mode switching means 50.
When the manual mode is selected, lock-up start detecting means 53 for detecting that the lock-up clutch 12a is being engaged, and lock-up start detecting means 5
3 detects that the lock-up clutch 12a is in the middle of engagement, and detects a shift command from the speed-change setting means 51. A lock-up area determining means 60 for determining the engaged state, and an engaged state changing means 55 for controlling the engaged state of the lock-up clutch 12a based on the engaged state or the shifting direction of the lock-up clutch 12a after the shift.

[0011] The third invention is the first or the second invention.
In the present invention, the engagement state changing means 55 is configured such that the shift direction is an upshift and the lock-up clutch 1
When the vehicle is in the engagement region 2a, a shift start delaying means 56 is provided which inhibits the start of shifting until the engagement of the lock-up clutch 12a is completed.

[0012] In a fourth aspect, the present invention provides the first or second aspect.
In the invention, the engagement state changing means 55 includes an accelerator opening degree detecting means 57 for detecting an amount of depression of an accelerator pedal, and when the amount of depression of the accelerator pedal is smaller than a predetermined value, the start of the shift is inhibited. If not, the shift-up unlocking means 5 for temporarily releasing the engagement of the lock-up clutch 12a until the shift is completed.
8 is provided.

Further, the fifth invention is directed to the third or fourth embodiment.
In the present invention, the engagement state changing means 55 continues the engagement of the lock-up clutch 12a from the time when the speed change command is issued until the engine speed becomes equal to or lower than the predetermined speed.

[0014] In a sixth aspect of the present invention, the first or second aspect is provided.
In the present invention, the engagement state changing means 55 is configured such that the shift direction is an upshift and the lock-up clutch 1
When the vehicle is in the release region of 2a, an unlocking means 59 is provided for releasing the engagement of the lockup clutch 12a before the end of the shift.

Further, a seventh invention is directed to the first or second embodiment.
In the present invention, the engagement state changing means 55 includes an in-shift unlocking means 58 for temporarily releasing the engagement of the lock-up clutch 12a until the end of the shift when the shift direction is a downshift.

[0016]

Therefore, according to the first invention, when the lock-up clutch is engaged and released in accordance with the driving state, and a shift is commanded during the engagement of the lock-up clutch,
Since the engagement state of the lock-up clutch is changed based on the engagement state or the shift direction of the lock-up clutch after the shift, even if the engagement of the lock-up clutch and the gear shift command overlap, the driver may be given a shock or an uncomfortable feeling. Thus, the speed change control and the lock-up control can be performed smoothly, and the operability of the automatic transmission can be improved.

In the second invention, when the vehicle is traveling in the manual mode, the lock-up clutch is engaged and released in accordance with the driving state. Since the engagement state of the lock-up clutch is changed based on the engagement state of the lock-up clutch or the shift direction of the lock-up clutch, the shift operation and the accelerator operation are performed independently in a manual mode. Even if the engagement is performed, the shift control and the lock-up control can be smoothly performed without giving a shock or an uncomfortable feeling to the driver, and the drivability of the automatic transmission having the manual mode can be improved.

According to a third aspect of the present invention, when the shift direction is an upshift, and after the shift is in the engagement region of the lock-up clutch, the start of the shift is prohibited until the engagement of the lock-up clutch is completed. Since the shift is performed after the completion of the engagement, the output shaft torque does not suddenly increase after the end of the shift and a shock does not occur with the shift and the lockup as in the above-described conventional example. This can be performed smoothly, and the operability of the automatic transmission having the manual mode can be improved.

According to a fourth aspect of the present invention, when the shift direction is an upshift, and after the shift is in the engagement region of the lock-up clutch, and when the depression amount of the accelerator pedal is less than a predetermined value, the shift is performed until the lock-up is completed. On the other hand, if the accelerator pedal depression amount is equal to or greater than a predetermined value, the engagement of the lock-up clutch can be temporarily released until the shift is completed. Shifting is started at the same time as the shift command, lockup is interrupted before the engine speed drops, smooth shifting is performed by giving priority to shifting, and then excessively increasing the engine speed by performing lockup. The shift control and the lock-up control can be smoothly performed while suppressing a shock caused by a significant decrease.

According to a fifth aspect of the present invention, the engagement of the lock-up clutch 12a is continued until the engine speed becomes equal to or lower than a predetermined speed after the shift command is issued.
It is possible to prevent the engine from blowing during shifting.

According to a sixth aspect of the present invention, when the shift direction is an upshift, and after the shift is in the release range of the lockup clutch, the engagement of the lockup clutch is released before the end of the shift. In order to prevent the decrease in the engine speed from becoming excessive later, the unlocking is started before the shift is completed. Therefore, it is ensured that the engine speed once decreased after the shift is increased as in the above-described conventional example. The shift can be smoothly performed without giving the driver an uncomfortable feeling.

According to the seventh aspect of the present invention, when the shift direction is a downshift, the shift is always performed after the lockup is released, and the downshift and the lockup are simultaneously performed as in the conventional example. Without causing a shock in the case of performing, using the damper function of the torque converter to smoothly perform a downshift during lockup,
The operability of the automatic transmission having the manual mode can be improved.

[0023]

Embodiments of the present invention will be described below with reference to the accompanying drawings.

FIG. 1 shows an automatic transmission device having an automatic transmission mode in which the gear position is automatically changed according to the driving state of the vehicle and a manual mode in which an arbitrary transmission position can be selected according to the operation of the driver. The automatic transmission 10 connected to the engine 11 via the torque converter 12 having the lock-up clutch 12a changes the gear position in response to a command from the shift control controller 1, and here,
The automatic transmission 10 has four speed stages, and shifts to a speed stage corresponding to the GEAR position commanded by the speed change controller 1.

The shift control controller 1 is mainly composed of a microcomputer, and as shown in FIG.
A signal from the selector switch 2 corresponding to the operation of the shift lever 3 operated by the driver is read, and the vehicle speed VSP from the vehicle speed sensor 7 and the opening degree of a throttle valve (not shown) from the throttle opening degree sensor 6 are set as the driving state of the vehicle. Read the operation amount of TVO or accelerator pedal,
Shift map (shift line) set in advance in automatic shift mode
Is determined based on the gear ratio, and the gear corresponding to the gear position is determined.
The position is commanded to the automatic transmission 10.

Here, the shift control controller 1 has two shift modes, an automatic shift mode and a manual mode. To select these shift modes,
As shown in FIG. 1, the selector switch 2 of the shift lever 3 has an "H" type gate, and in addition to an "D" range which is an automatic shift mode, an UP switch 4 for performing a manual shift.
(“+” In the figure) and a DOWN switch 5 (“-” in the figure), and the shift lever 3 is operated from the D range position in FIG. Mode.

In this manual mode, the shift speed is sequentially changed relatively in accordance with the stroke of the shift lever 3 in the front-rear direction (vertical direction in FIG. 1). When the shift lever 3 is operated to the "+" side, The automatic transmission 10 is instructed to upshift from the current gear, and when the shift lever 3 is operated to the “−” side, it is instructed to downshift from the current gear.

In the automatic transmission 10 according to the present embodiment,
In the “D” range, the first to fourth speeds are automatically selected according to the driving state, and in the manual mode, the first to fourth speeds are arbitrarily selected according to the operation of the shift lever 3 by the driver.

Further, the transmission control controller 1 uses the throttle opening TVO and the vehicle speed VSP based on the lock-up control map shown in FIG. 9 to engage (lock-up) the lock-up clutch 12a of the torque converter 12, and
The lock-up solenoid 8 for releasing (unlocking up) is driven by DUTY control.

The lock-up control map shown in FIG. 9 shows the case of the manual mode, and shows an example in which the lock-up control is performed in the second to fourth speeds with the gear stage GEAR of the automatic transmission 10 being four. The solid line in the figure is a lock-up line (L / U-ON) for performing lock-up.
A broken line in the figure indicates an unlock-up line (L / U-OFF) for performing unlock-up.

In each shift speed, the lock-up clutch 12a is engaged in the area on the right side of the lock-up line in the figure, while after the lock-up, the vehicle enters the area on the left side of the unlock-up line in the figure. , The lock-up clutch 12a is released and the torque converter 12
Power transmission is performed by the fluid transmission of.

In this lock-up control, the shift controller 1 reads the input shaft speed Nt detected by the input shaft speed sensor 9 of the automatic transmission 10 and the engine speed Ne detected by the engine speed Ne sensor 13. Then, the lock-up state is detected according to the magnitude of these rotation speeds.

Next, an example of the lock-up control performed by the shift control controller 1 when the manual mode is selected will be described with reference to the flowcharts of FIGS. 2 and 3 and will be described in detail with reference to these flowcharts. This flowchart is executed every predetermined time (for example, 10 msec).

First, in step S1, the vehicle speed VSP detected by the vehicle speed sensor 7, the throttle opening TVO detected by the throttle opening sensor 6, the engine speed Ne sensor 13
And the input shaft speed Nt detected by the input shaft speed sensor 9 and the duty ratio of the lock-up solenoid 8 and the gear position GEAR, which are command values to the automatic transmission 10, are read.

In step S2, the engine speed Ne, the input shaft speed Nt, and the lock-up solenoid 8
From the duty ratio to the current lock-up clutch 12a
Is determined to be in the process of shifting from the released state to the engaged state, and when the DUTY ratio is a predetermined value for instructing lock-up, and when Ne ≠ Nt, it is determined that lock-up is in progress, and the process proceeds to step S3. On the other hand, if not, it is determined that the lock-up is completed or the lock-up state is established, and the process is terminated.

In step S3, it is determined from the signal of the selector switch 2 whether or not the driver operates the shift lever 3 and the UP switch 4 is turned on. On the other hand, if not, the process proceeds to step S20 in FIG. 3 to perform processing on the downshift side.

In step S4, based on the map shown in FIG. 9, from the read throttle opening TVO, vehicle speed VSP, and shift speed GEAR, whether or not the currently instructed shift speed (GEAR + 1) after the upshift is in the lockup area. It is determined whether or not it is, and if it is in the lockup area, step S5
On the other hand, if it is an unlock-up area, step S
After setting the lock-up flag FLU to 0 at 9, the process proceeds to step S11.

Next, in step S5, it is determined based on the operating state and the engagement capacity of the lock-up clutch 12a whether or not it is in an area where the lock-up clutch 12a is engaged during the gear shift. If it is in the region where the gear-up is to be performed, the process proceeds to step S6, whereas if it is the region where the unlock-up is to be performed during gear shifting, the process proceeds to step S10, where the lock-up flag FLU is set to 1, and
Proceed to 11.

The determination of lock-up or unlock-up during the shift is made, for example, by comparing the throttle opening TVO with a predetermined value.
If O is a low opening less than a predetermined value, it is determined to be a lockup region, while if the throttle opening TVO is a high opening not less than a predetermined value, it is determined to be an unlocking region.

When unlocking is performed during gear shifting when the throttle opening TVO is low, the engine speed Ne is increased.
Fluctuates and is not stable, so that by performing lock-up, excessive fluctuations in the engine speed Ne can be suppressed and stable gear shifting can be performed.

On the other hand, during gear shifting when the throttle opening TVO is at a high opening, if the lock-up is performed, the engine speed Ne may be excessively reduced and a shift shock may occur. In smooth areas, smooth shifting is prioritized as an unlock-up area.

In step S6, which is the lock-up area both after the upshift and during the gear shift, it is determined whether or not the engagement of the lock-up clutch 12a has been completed, and when the engine speed Ne = the input shaft speed Nt, it is determined. It is determined that lockup has been completed, and the process proceeds to step S8. If not, the process waits until lockup is completed.

After completion of the lock-up, the duty ratio is set so as to maintain the lock-up state in step S8, and the processing is terminated.

If it is determined in step S4 that the area after the upshift is unlocked, or if it is determined in step S5 that the area is in the unlocked area during shifting, the lockup flag FLU is determined in steps S9 and S10. After setting each according to the area after the upshift,
The process proceeds to step S11 to start shifting before lockup is completed.

In step S12, it is determined whether or not the engine speed Ne decreases. This judgment is
For example, the slip ratio of the torque converter 12 = Nt / N
When e exceeds a predetermined value, it is determined that the engine speed Ne has decreased, and the process proceeds to step S13. If the engine speed Ne does not decrease, the process proceeds to step S14.

The determination of the decrease in the engine speed Ne may be estimated from the gear ratio = Nt / No (where No is the output shaft speed).

If it is determined that the engine speed Ne decreases, the process proceeds to step S13, where the lockup is stopped and unlocking is started at the same time to prevent the engine speed Ne from lowering.

Next, at step S14, it is determined whether or not the upshift has been completed, and the gear stage GEAR = GEAR
After waiting until the shift value becomes +1 and the shift is completed, the process proceeds to step S15, where the state of the lock-up flag FLU is determined. If the lock-up flag FLU is 1, the process proceeds to step S1.
Then, the flow advances to step S17 to issue a lock-up command. If FLU = 0, the flow advances to step S17 to issue an unlock-up command to end the processing.

On the other hand, if an upshift has not been commanded in step S3, the process proceeds to step S20 in FIG. 3 to determine whether a downshift has been commanded.

That is, from the signal of the selector switch 2, the driver operates the shift lever 3 to determine whether or not the DOWN switch 5 is turned on. If there is a downshift command, the process proceeds to step S21. On the other hand, if not, the lock-up is performed while maintaining the current gear stage GEAR, so that the process is terminated as it is.

In step S21, similarly to step S4, the currently instructed gear position after downshift (GEAR-1) is determined from the throttle opening TVO, the vehicle speed VSP, and the gear position GEAR based on the map shown in FIG. It is determined whether or not it is in the lock-up area. If it is in the lock-up area, the process proceeds to step S22, and the lock-up flag FLU is set to 1 while if it is in the unlock-up area, the lock-up flag FLU is set in step S23. After setting to 0, the process proceeds to step S24.

Then, in step S24, the lock-up is stopped and the unlock-up is started at the same time, and then, in step S25, the shift is started.

Next, in a step S26, it is determined whether or not the downshift has been completed, and the gear stage GEAR = GEAR
After shifting to -1, after the shift is completed, the process proceeds to step S27, where the state of the lock-up flag FLU is determined. If the lock-up flag FLU is 1, the process proceeds to step S2.
At step S8, the lock-up command is issued. If FLU = 0, the process proceeds to step S29, at which the unlock-up command is issued, and the process ends.

According to the processing in steps S1 to S28, if a gearshift command is issued during lockup during traveling in the manual mode, continuation, interruption, and release of lockup are selected according to the gearshift direction and driving state. Thus, both the shift control and the lock-up control can be smoothly performed.

[1-A. Upshift command, lockup after shift, TVO = low opening] Now, when the throttle opening TVO is a low opening less than a predetermined value, an upshift is instructed, and after the upshift is in the lockup region. The shift control and the lockup control in this case are performed in steps S3 to S8, and the engine speed Ne, the input shaft speed Nt, and the output shaft torque To are as shown in FIG.

In FIG. 4B, when an upshift is instructed at time t2 after lock-up is started at time t1, the engine rotation is performed when the throttle opening TVO is low as described above. If the gear is shifted in the locked-up state in order to suppress an excessive fluctuation of several Ne, smoother gear shifting can be performed.
After the completion of the engagement of a, the shift is started (time t3).

By delaying the shift start until the lockup is completed, it is possible to prevent the output shaft torque To from suddenly increasing and causing a peak after the shift is completed (time t4) as in the conventional example shown in FIG. 4A. It is possible to prevent the shock accompanying shift and lock-up reliably, thereby making it possible to smoothly perform both upshifts after the start of lock-up, and to improve the operability of the automatic transmission equipped with the manual mode. You can.

[1-B. Upshift command, lockup after shifting, TVO = high opening] Throttle opening T
When the upshift is commanded when VO has a high opening degree equal to or greater than a predetermined value, and the upshift is in the lockup region after the upshift, the shift control and the lockup control are performed in step S5,
The processing is performed in S10 to S16, and the engine speed Ne and the input shaft speed Nt are as shown in FIG.

In FIG. 5, when an upshift is instructed at time t2 after lock-up is started at time t1, the shift is started at time t2.

As described above, when the throttle opening TVO is high, lock-up may be interrupted in order to suppress a decrease in the engine speed Ne. (Step S12, 1
3) At time t3, lock-up is interrupted and unlock-up is started. Then, the lock-up is started again from time t4 when the shift is completed.

When the throttle opening TVO is high,
The shift is started at the same time as the upshift command, and when the engine speed Ne decreases, the lockup is interrupted and unlocked, and the shift is prioritized to prevent the engine from running idly and smoothly. By performing the shift and then performing the lock-up, the shift operation and the lock-up operation can be smoothly performed while suppressing the above-described shock.

[2. Upshift Command, Unlocking After Shifting] Shift control and lockup control when the upshift is in the unlocking area are performed in steps S5, S10 to S15, and S17, and the engine speed Ne is determined. The input shaft rotation speed Nt is as shown in FIG.

In FIG. 6B, when an upshift is instructed at time t2 after lock-up is started at time t1, the shift is started at time t2.

Similarly to the above 1-B, the engine speed Ne
When the decrease is determined (steps S12 and S13), the time t
At 3, the lockup is interrupted and unlocking is started. Since the unlocking is continued after the time t4 when the shift is completed, the engine speed Ne gradually decreases from the lock-up start time t1 to the time t3.
, The engine speed Ne can be smoothly reduced until time t4 after the end of the upshift.

In the conventional example, as shown in FIG.
The lock-up is continued until the time t4 when the upshift ends, and the unlocking is started at the end of the gear shift. Therefore, the engine speed Ne increases after the time t4 when the gear shift ends, giving the driver an uncomfortable feeling. .

On the other hand, according to the present invention, if the decrease of the engine speed Ne becomes excessively large after the start of the upshift, the unlocking is started before the end of the shift.
The engine speed Ne once decreased as in the above-described conventional example.
Can be surely prevented from rising after the shift, and the shift can be performed without giving the driver an uncomfortable feeling.

[3. Downshift command, lockup after gearshift] Shift control and lockup control when the downshift is in the lockup region are performed in steps S20 to S28, and the engine speed Ne, the input shaft speed Nt, The output shaft torque To is as shown in FIG.

In FIG. 7B, when a downshift is instructed at time t2 after lockup is started at time t1, lockup is interrupted and unlocking is started, and at the same time, downshifting is started. It is started (steps S24 and S25).

After the unlocked state is maintained until the shift is completed, at time t4, the lockup is started again at the same time as the end of the shift.

Therefore, when downshifting, the gearshift is always performed after the lockup is released, and the downshift and lockup are performed simultaneously as in the conventional example shown in FIG. 7A. In such a case, the downshift during lock-up is performed smoothly by utilizing the damper function of the torque converter 12 without causing a peak of the output shaft torque To, thereby improving the operability of the automatic transmission having the manual mode. Can be improved.

[4. Downshift Command, Unlocking After Shifting] Shift control and lockup control when the downshift is in the unlocking area is performed in steps S20 to S27 and S29, and the engine speed Ne and the input shaft Rotational speed Nt and output shaft torque To
Is as shown in FIG. 8B.

In FIG. 8B, when a downshift is instructed at time t2 after lockup is started at time t1, lockup is interrupted and unlocking is started, and at the same time, downshifting is started. It is started (steps S24 and S25). Then, the unlocked state is maintained even after the time t4 when the shift is completed (step S29).

Therefore, in the case of unlocking after the downshift, since the lockup is interrupted and the unlocked state is started simultaneously with the start of the shift, the engine speed Ne is reduced by the damper action of the torque converter 12. It is possible to climb smoothly according to the downshift.

On the other hand, in the conventional example, as shown in FIG. 6A, lock-up is continued until the downshift is completed, and unlocking is started simultaneously with the end of the shift, so that the output shaft torque To is reduced. In addition to the occurrence of a peak to cause a shift shock, unlocking is started after the shift is completed, and the engine speed Ne rises again. He had a strange feeling.

On the other hand, in the present invention, when a downshift command is issued during lock-up, the lock-up is released and the shift is started at the same time. By preventing the gradual rise of Ne, without giving the driver a sense of incongruity,
Downshifting and unlocking up can be performed at the same time, so that shift control and lockup control can be performed at the same time, and the operability of the automatic transmission equipped with the manual mode can be improved.

In the above-described embodiment, an example in which the UP switch 4 and the DOWN switch 5 in the manual mode are operated in accordance with the displacement of the shift lever 3 is shown. , Or on an instrument panel.

In the above-described embodiment, the case of the manual mode has been described. However, the same operation and effect as described above can be obtained when the present invention is also applied to a shift during lock-up of the automatic shift mode.

[Brief description of the drawings]

FIG. 1 is a block diagram of an automatic transmission according to an embodiment of the present invention.

FIG. 2 shows an example of control performed by a shift control controller, and is a first half of a flowchart of lockup control in a manual mode.

FIG. 3 is a second half of the flowchart.

FIG. 4 is a graph showing the relationship between engine speed Ne, input shaft speed Nt, output shaft torque To and time when a lock-up clutch is engaged after an upshift, and (A).
Is a conventional example, (B) is the present invention, and the throttle opening TVO
Indicates a case where is larger.

FIG. 5 shows the present invention, and is a graph showing the relationship between the engine speed Ne and the input shaft speed Nt and time when the lock-up clutch is engaged after an upshift when the throttle opening TVO is large.

FIG. 6 is a graph showing the relationship between engine speed Ne, input shaft speed Nt, output shaft torque To and time when the lock-up clutch is released after an upshift, and (A).
Shows a conventional example, and (B) shows the present invention.

FIG. 7 is a graph showing the relationship between the engine speed Ne, the input shaft speed Nt, and the output shaft torque To when the lock-up clutch is engaged after the downshift and the time, and FIG.
Shows a conventional example, and (B) shows the present invention.

FIG. 8 is a graph showing the relationship between engine speed Ne, input shaft speed Nt, output shaft torque To and time when the lock-up clutch is released after an upshift, and (A).
Shows a conventional example, and (B) shows the present invention.

FIG. 9 is a map showing a relationship between a lock-up line (solid line in the figure) and an unlock-up line (dashed line in the figure), a vehicle speed VSP, and a throttle opening TVO for each shift speed in the manual mode.

FIG. 10 is a claim correspondence diagram corresponding to any one of the second to seventh inventions.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Shift control controller 2 Selector switch 3 Shift lever 4 UP switch 5 DOWN switch 6 Throttle opening sensor 7 Vehicle speed sensor 8 Lockup solenoid 9 Input shaft rotation sensor 10 Automatic transmission 12 Torque converter 12a Lockup clutch 13 Engine speed sensor 50 Shift mode switching means 51 shift stage setting means 52 lock-up control means 53 lock-up start detecting means 54 shift command detecting means 55 engagement state changing means 56 shift start delay means 57 accelerator opening degree detecting means 58 shift unlocking means 59 unlock Lock-up means 60 Lock-up area determination means

Claims (7)

[Claims] An automatic transmission connected to an engine via a torque converter having a lock-up clutch; a shift speed setting means for setting a shift speed in accordance with an operation state of the vehicle; A shift-up control device for an automatic transmission, comprising: a lock-up control unit that controls the lock-up clutch, wherein the lock-up control unit includes a lock-up start detection unit that detects that the lock-up clutch is being engaged. A shift command detecting means for detecting a shift command from the gear position setting means when the lock-up start detecting means detects that the lock-up clutch is being engaged, and a lock-up clutch after shifting based on the operating state. A lock-up area determining means for determining the engaged state of the lock-up clutch, Based on the shift direction, the shift control apparatus for an automatic transmission characterized by comprising a fastening state changing means for controlling the engagement state of the lock-up clutch. 2. An automatic transmission connected to an engine via a torque converter having a lock-up clutch, shift mode switching means for selectively switching between an automatic shift mode and a manual mode of the automatic transmission; When the mode switching means selects the manual mode, a gear position setting means for setting a gear position according to a driver's operation, and a lock-up control means for controlling the lock-up clutch according to a driving state of the vehicle. In the shift control device for an automatic transmission, the lock-up control unit includes a lock-up start detection unit that detects that the lock-up clutch is being engaged when the shift mode switching unit selects the manual mode. When the lock-up start detecting means detects that the lock-up clutch is being engaged. A gear shift command detecting means for detecting a gear shift command from a gear position setting means; a lock-up area determining means for determining an engagement state of a lock-up clutch after a gear shift based on an operating state; and a lock-up clutch after the gear shift. A shift control device for an automatic transmission, comprising: an engagement state changing unit that controls an engagement state of the lock-up clutch based on the engagement state or the shift direction of the lock-up clutch. 3. The shift start delaying means, wherein when the shift direction is an upshift and after the shift is in a lockup clutch engagement region, the shift start delaying means inhibits a shift start until the lockup clutch is completely engaged. The shift control device for an automatic transmission according to claim 1 or 2, further comprising: 4. The engagement state changing means includes an accelerator opening detecting means for detecting an amount of depression of an accelerator pedal, and activates the shift start delay means when the amount of depression of the accelerator pedal is less than a predetermined value. On the other hand, if not so, there is provided a shift unlocking means for temporarily disengaging the lock-up clutch until the shift is completed without operating the shift start delay means. A shift control device for an automatic transmission according to claim 2. 5. The lock-up clutch according to claim 3, wherein the engagement state changing means continues to apply the lock-up clutch from when the shift command is issued until the engine speed decreases to a predetermined speed. A shift control device for an automatic transmission according to claim 4. 6. The unlocking means for releasing the engagement of the lock-up clutch before the end of the shift, when the shift direction is an upshift and after the shift is in a disengagement region of the lock-up clutch. The shift control device for an automatic transmission according to claim 1 or 2, further comprising: 7. The shift state changing means includes a shift unlocking means for temporarily releasing the engagement of a lock-up clutch until the shift is completed when the shift direction is a downshift. Claim 1 or Claim 2
A shift control device for an automatic transmission according to claim 1.