JPS59137657A - Controller for lockup of automatic speed change gear - Google Patents

Abstract

PURPOSE:To enhance the pickup feeling at the time of starting a car, with an automatic speed change gear of torque converter type, by locking up the torque converter at the time of starting the car and thereby eliminating slips likely to arise between the input and output members. CONSTITUTION:The lockup control device of an automatic speed changer is composed of a torque converter 10, a lockup control mechanism (lockup control valve 133, and a lockup clutch 15) to control coupling/decoupling of pump 10 of said torque converter 10 with the output shaft 14 of converter in accordance with the operating condition of the car, a sensor to sense the starting condition, and a controlling means (electronic control circuit, which puts the lockup control mechanism in operation for a specific period of time in compliance with the output signal from said start sensor and connects the pump 11 with the output shaft 14 for a specific period of time from the point of starting. That is, the above-mentioned lockup control mechanism is put in operation for a specific period of time when the car is started, and the pump 11 of torque converter 10 is coupled with the output shaft 14, so that slip of the converter 10 at the time of starting can be avoided.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a control device for an automatic transmission, and more particularly to a control device for a lock-up mechanism in which all input and output shafts of a torque converter are directly connected.

A torque converter normally includes a turbine engine, a turbine launch, and a stator disposed between them.The torque converter circulates hydraulic oil from a pump impeller 2 driven by an engine, and transfers the hydraulic oil discharged from the turbine launch to an appropriate amount. Smoothly insert the stator into the stator with an angle t from a direction that does not interfere with the rotation of the impeller, and repeat this operation without reducing the speed of the circulating hydraulic oil to increase the reaction force of the turbine 2/na. to increase the torque. The torque converter has an automatic gear shifting function in which the increase in torque is large when the rotational speed of the turbine is slow compared to the rotational speed of the pump, and the increase in torque becomes smaller as the rotational speed of the turbine approaches the pump rotational speed. However, it has the disadvantage that it is impossible to avoid a reduction in power transmission efficiency due to the slug between the bong and the turbine, resulting in poor fuel efficiency. In order to eliminate this slip, eliminate the reduction in power transmission efficiency, and improve fuel efficiency, recently, torque converters have been developed with a direct coupling mechanism or lockup mechanism that directly connects the input shaft and output shaft, that is, a direct coupling clutch or lockup clutch. Under operating conditions where the turbine rotational speed approaches the pump rotational speed,
If the bonno and turbine are connected directly by lock-up clutch
It has been proposed to implement a lock-up system (self).

This lock-up control can be used, for example, in Japanese Patent Application Publication No. 5-3-3F!
;． 3; As described in the No. 1 publication, the number of revolutions from a rotation sensor detected by the number of revolutions of the output shaft of the engine or the shaft driven by the engine, and the negative pressure of the intake pipe. , the load number t1 from the load pump that detects the engine load is checked against the lock-up control line set in advance based on the above-mentioned rotational speed and engine load, and the relationship between the above-mentioned rotational speed number and the load number, that is, the above λ
When the coordinates determined by the two numbers are in the lock-up activation zone on the high rotation side of the lock-up control line, the lock-up mechanism t is activated to lock up the lock-up control line.
° On the other hand, when the above coordinates are in the lock-up release zone on the low rotation side of the above-mentioned lock-up control line, K is
The operation of the lock-up mechanism is stopped and the lock-up is released.

According to the automatic transmission with the lock-ag mechanism described above, during normal driving conditions, the torque converter can be lock-agged as necessary to improve fuel efficiency, but when the vehicle is started, the above-mentioned The disadvantage is that the starting feeling, that is, the pick-up feeling at the time of starting is poor because of the delay in torque transmission due to the slip between the bonnet of the torque converter and the turbine.

SUMMARY OF THE INVENTION In view of the above-mentioned drawbacks of automatic transmissions with a torque converter, it is an object of the present invention to provide a lock-up control device for an automatic transmission that can improve the kick-up feeling when starting the vehicle. .

Automatic transmission lock control system Ml-1 according to the present invention
:, }A torque converter, a coupling and release mechanism between an input member and an output member of the torque converter, a lock-up control mechanism that performs fI'l control according to the driving state of the vehicle, a starting sensor that detects the starting state of the vehicle, and a control means t which operates the lock-up control mechanism t for a set time based on the output signal of the start sensor and connects the input member and output member of the torque converter for a set time from the time of start. It is something.

That is, in the lock-up control device for an automatic transmission of the present invention, when the vehicle starts, the lock-up control mechanism is activated for a set time by the control means to connect or lock the input member and output member of the torque converter. Since the torque converter is raised up, slippage in the torque converter can be avoided when the vehicle is started, and therefore the starting feeling, that is, the kick-up feeling at the time of starting can be improved.

DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, a lock-up control device for a manual transmission according to a preferred embodiment of the present invention will be described with reference to the accompanying drawings.

FIG. 1 is a diagram showing a cross section of a mechanical part and a hydraulic control circuit of an electronically controlled automatic transmission incorporating the lockup control device of the present invention.

The automatic transmission includes a torque converter 10, a multi-stage gear transmission mechanism 20, and an overdrive planetary gear transmission mechanism 50 disposed between the torque converter 10 and the multi-stage gear transmission mechanism 20.

The torque converter 10 includes a pump 11 coupled to the engine output shaft 1, a turbine l2 disposed opposite the pump IIK, and a stator l3 disposed between the pump l1 and the turbine 12. A converter output shaft 14 is coupled to the converter output shaft 14 . Converter output shaft l4
Between the Pong 11 and the Pong 11, a Rock Atsuzocrate 15 is installed. This lock-up clutch 15 is constantly pushed in the engagement direction by the hydraulic pressure circulating within the torque converter 10, and is held in the released state by the release hydraulic pressure supplied to the clutch 15 from the outside.

The multi-stage gear transmission mechanism 20 has a front planetary gear mechanism 1 and a rear planetary gear mechanism 22, and the sun gear 23 of the front planetary gear mechanism 21 and the sun gear 24 of the rear planetary gear mechanism 2 are connected by a connecting shaft 25. ,ing. Multi-stage gear transmission mechanism 20
0 input shaft 26, [connection shaft 25 via clutch 27]
, and the rear planetary gear mechanism 2 via the clutch 28.
1 internal gear 29, respectively. A front brake 30 is provided between the connecting shaft 25, that is, the sun gear 23.4, and the transmission case.

The platary carrier 31 of the front planetary gear mechanism 21 and the internal gear 33 of the rear planetary gear mechanism 22 are connected to the output shaft 31.
K-connected, a rear brake 36 and a way clutch 37 are provided between the planetary carrier 35 and the transmission case of the stage planetary gear mechanism 22.

In the overdrive planetary gear transmission mechanism 50, a granary carrier 52 that rotatably supports a lateral gear 751 is connected to the output shaft 14 of a torque converter IO, and a sun gear 53 is connected to an internal gear 5 via a direct coupling clutch 54.
It is now possible to combine 5K. An overdrive brake 56 is provided between the V gear 53 and the transmission case, and the internal gear 55 is connected to the input shaft 26 of the multi-gear transmission mechanism 20.

The multi-gear transmission mechanism 20 is of a conventionally known type and has three forward speeds and one rear speed, and a desired speed can be obtained by appropriately operating the clutches 27, 28 and the brakes 30, 31t. The overdrive planetary gear transmission 50 connects the shafts 14.26 in a direct connection state when the direct coupling clutch 54 is engaged and the brake 56 is released, and when the brake 56 is engaged and the clutch 54 is released. Shafts 14 and 26f: Overdrive coupled.

The automatic transmission described above is equipped with a hydraulic control circuit as shown in FIG. This hydraulic control circuit has an oil pump 100 driven by an enzone output -b1, and the pressure of the hydraulic oil discharged from this oil pump f100 to a pressure line 101 is adjusted by a valve regulator 102 and sent to a select valve 03. be guided. The select valve 103 has l,
2, N, R, P, and when the select valve is in the 1.2 and P positions, the pressure line 01 is connected to the valve 10.
Connects to ports 3) a, b, and c.

-}a is the actuator p104 for operating the rear clutch 28
When the valve 103 is in the above-mentioned position, the rear clutch 28 is held in an engaged state. The bow }a is also connected near the left end of the 1-2 shift valve 10, and is pressed against the right end in the spool diagram. A is connected to the white end of the 1-2 shift valve 110 through the first line L1, to the right end of the 2-3 shift valve 120 through the second line L2, and to the right end of the 2-3 shift valve 120 through the 32nd line L32i. 7 valve 130
They are connected to each other perfectly. From the first, second and third lines Ll, 2 and L3, the first
, 2nd and 3rd drain lines DI, 02 and 03 are branched C, these drain lines DI, D2, 031,
The first line opens and closes the drain lines 01, D2, and D3.
, second and third solenoid valves SLI, SL2, and SL3 are connected. Upper ilenoid valve SLI, SL2, S
L3 closes each drain line DI, D2, and D3 when excited while the line 101 and port }a are in communication, thereby increasing the pressure in the first, second, and third lines. It has become.

Port b is also connected to second lock valve 105 via line 140, and this pressure acts to force the spool of valve 105 downward in the figure. When the valve 105 is in the lower position, lines 140 and 1
41 is in communication with the hydraulic pressure chamber Vci on the maintenance side of the actuator 108 of the front brake 30.
0 in the operating direction. Port C is connected to second lock valve 105, and this pressure acts to push the spool of second lock valve 105 upward. Furthermore, port C is connected to the 2-3 shift 11f'l20 via a pressure line 106. When this line 1064d, the solenoid valve SL2 of the second drain line 02 is energized, the pressure in the second line L2 is increased, and this pressure moves the spool of the 2-3 shift valve 120 to the left. , communicates with line 107. The line 107 is connected to the release side pressure chamber of the front brake actuator 108, and when hydraulic pressure is introduced into the pressure chamber, the actuator 108 operates the brake 30 in the release direction against the pressure in the engagement side pressure chamber. let The pressure in line 107 is also directed to the actuator 109 of the front clutch 27, causing it to engage.

The select valve 103 is connected to the pressure line 101 in one position.
It has a port d leading to , and this port du, ? {yll
2, reaches the 1-2 shift valve 11o, and further reaches the line 11
3 to the actuator 114 of the rear brake 36. 1-2 shift valve 110 and 2-3 shift valve 1
20 is a solenoid valve SL1, SL2 according to a predetermined signal.
When energized, the snor is moved to switch the line, thereby operating a predetermined brake or clutch, and performing a gear change operation of ]-2, 2-3, respectively.

The hydraulic control circuit also includes a cutback valve 115 that stabilizes the hydraulic pressure from the pressure regulating valve 102, and a cutback valve 115 that stabilizes the hydraulic pressure from the pressure regulating valve 102, and a cutback valve 115 that stabilizes the hydraulic pressure from the pressure regulating valve 102 depending on the magnitude of the intake negative pressure. A vacuum throttle valve 116 for changing the Y pressure and a throttle pack valve 117 for assisting the throttle valve 116 are provided.

Furthermore, the hydraulic control circuit of this example is provided with a 3-4 shift valve 130 and an actuator 132 in order to control the clutch 54 and the clutch 56 of the planetary gear transmission 5o for the overdrive. The engagement side pressure chamber of the actuator 132 is connected to the pressure line 101, and the pressure of the line 101 pushes the brake 56 in the engagement direction. This 3-4 shift valve 1-2.2-3 above
Similar to the shift valves 110 and 120, the lensoid valve SL3y
When fi is excited, the spool 131 of the valve 130 moves downward, the pressure line 101 and the line 122 communicate with each other, and the line 122K hydraulic pressure is introduced. The hydraulic pressure introduced into the brake 56 is applied to the actuator 13 of the brake 56.
2, actuating the brake 56 in the releasing direction and actuating the actuator 13 of the clutch 54.
2 acts to engage the clamp 54.

Furthermore, the hydraulic control circuit of this example includes a lock-up control valve 13.
3 is provided, and this lock-up control valve 133 is communicated with port a of the select valve 103 via a shaft L4. From this line L4, drain 2-in DI
, D2, and D3, a drain line D4, which is provided with a solenoid valve SL4, branches off. When the solenoid valve SL4 is energized, the drain line D4 is closed, and the pressure in the line L4 increases, the lock-up clutch control valve 133 causes the susol to flow through the lines 123 and 124 to release the lock-up clutch 15. It is designed to move in the direction.

In the above configuration, the operational relationship between each gear stage, lockup, and each solenoid, and the operational relationship between each gear stage, clutch, and brake are shown in the following table.

Next, referring to FIG. 2, an electronic control circuit 200 for controlling the operation of the hydraulic control circuit will be described.

The electronic control circuit 200 includes an input/output device 201, a random
It includes an access memory 202 (hereinafter referred to as RAM) and a central processing unit 203 (hereinafter referred to as CPU). The input/output device 201 includes a load sensor 207 that detects the engine load from the opening degree of the lettuce throttle valve 206 provided in the intake passage 205 of the engine 204 and outputs a load signal SL, Detect and
The engine rotation speed sensor 208 outputting the engine rotation speed number s,1 or the rotation speed of the converter output shaft 14 is detected, and the turbine rotation speed signal S? A turbine rotation speed sensor 209 outputs a vehicle speed signal S by detecting the vehicle speed. Sensors for detecting driving conditions, such as a vehicle speed sensor 210 that outputs signals, are connected to the vehicle, and the signals and the like are inputted from these sensors.

The input/output device 201 receives a load signal S from the sensor.
1 Engine speed signal SE, turbine speed signal S? , vehicle speed signal S. Process and RAM20
Supply to 2. The RAM 202 stores these numbers S, S,
ST. In addition to storing the SC, these Hakugo SL. S
E. s,, SC or other data to the CPU 203. The CPU 203 reads the engine rotational speed signal S1, the turbine rotational speed signal ST or ε, and the vehicle speed number S according to the load signal SL in accordance with the speed change control program adapted to the present invention. , a calculation is made as to whether to activate or release the lock-up, with reference to the shift line lock-up control line determined based on the engine load characteristic or the vehicle speed-engine load characteristic.

The calculation results of the CPU 203 are transmitted via the input/output device 201 to the 1-2 shift valve 110, the 2-3 shift valve 120, and the 3-47 foot valve 13, which are the shift control valves described with reference to FIG.
It is given as a signal to control the excitation of the solenoid valve group 211 that operates the 0 and K lockup control valves 133, and performs speed change or lockup control in the normal driving state of the vehicle. Since this speed change or lock-ag control may be the same as a conventional control method, further detailed explanation will be omitted. Note that the solenoid valve group 211 includes 1
-2 shift valve 110, 2-3 Kuft valve 120, 3-4 Kuft valve 130, and lock ag control valve 133, each of which includes the nolenoid valves SLI, SL2, SL3, and SL4.

Hereinafter, an example of lock-up control of the torque converter of the automatic transmission by the electronic control circuit 200 when the vehicle is started will be described in detail. It is preferable that the electronic control circuit 200 is constituted by a microcomputer, and a program installed in the electronic control circuit 200 is executed according to, for example, the flowcharts shown in FIG. 3 and FIG.

In this lock-up control when the vehicle starts, first, a determination of whether the vehicle is stopped is performed according to the flowchart shown in FIG. 3. In determining whether the vehicle is stopped, the shift position is first read out, and it is determined whether or not the detected vehicle position is in the D position. When this determination is YES, the throttle opening at that time is read out, and it is determined whether the throttle is fully closed or not based on the read throttle opening. When this determination is YES, the vehicle speed is read out, and based on the vehicle speed, it is determined whether or not the vehicle is in a stopped state. Note that the stopped state in this determination includes not only a completely stopped state where the vehicle speed is zero, but also a case where the vehicle speed is very small, such as 3 km/h or less. This is because, for example, acceleration from a human walking speed of about 1000 m/h gives a human the same sensation as a sudden start.

When the determination as to whether the stiff vehicle is in a stopped state is YES, a start flag is set and the control is completed in preparation for the lock-up control at the time of the next actual start. In addition, the above-mentioned determination of whether or not the D range is on, determination of whether or not the throttle is fully closed,
If the determination as to whether the vehicle is in a stopped state is No, the control is completed as is.

Next, with reference to the flowchart in Figure ≠, we will explain the lock-up control during actual start, in other words, lock-up start.In this lock-up control during actual start, first the above start flag is The start flag is read and it is determined whether the start flag is / or O, that is, whether it is in the set state or the reset state. When this determination is YES, that is, when the vehicle is in a stopped state, the throttle opening degree is read out. Next, it is determined whether or not the read throttle opening is larger than a certain set micro-opening, for example, the IQ% opening in the fully closed state, that is, whether the accelerator is pressed to start from a stopped state. . If this determination is YES, the lock-up timer is set and the lock-up is activated. This lock-up timer is set to, for example, /~2 seconds.

Thereafter, the throttle opening degree is read out again, and it is determined whether the throttle opening degree read out this time is equal to or greater than a certain set opening degree, for example, an opening degree of about jO% of the fully open state.

If this determination is No, the lock ag type is read out, and then it is determined whether this lock ag timer is not zero, that is, whether the time set in the lock ag timer has not elapsed, and this judgment is made. The lockup is kept in the activated state until the determination becomes YES, and when this determination becomes YES, the lockup is released and the control is completed.

Further, if the determination as to whether the throttle opening is equal to or greater than a certain opening, for example approximately jO% of full throttle, is YES, the lock-up is released and the control is completely completed. This control is designed to prevent shocks if the torque converter remains locked up for the lock amplifier timer set time, i.e., 2 seconds, in the event of a sudden acceleration in which the accelerator is pressed deeply. This is to avoid. Incidentally, even when the judgment of whether the start flag is / or not and the judgment of whether or not the throttle opening is larger than a certain set minute opening is NO, the locking operation is completed.

As explained above, according to the present invention, the torque converter of the transmission is locked up when the vehicle starts moving, and the slit f between the input member and the output member is eliminated. It has a good starting point and provides an excellent starting feeling.

[Brief explanation of the drawing]

Fig. 2 is a diagram showing a cross section of a mechanical part and a hydraulic control circuit of a Kameko control two-speed transmission in which the lock-up control device of the present invention is incorporated; The circuit diagrams 3 and 3 are flowcharts of lock-up control when starting a vehicle according to the present invention. 10... Torque converter, 12... Turbine, 1
00...Hydraulic bong, l03...Select valve, 20
0... Electronic control circuit, 207... Load sensor, 20
8... Engine rotation speed, 209... Turbine rotation speed, seven. -363- -364-

Claims (1)

[Claims] A lock-up control mechanism that controls coupling and release of the torque converter input member and the output member according to the driving state of the vehicle; a starting sensor that detects the starting state of the vehicle; Activating the lock-up control mechanism for a set time in response to a state power signal of a starting point sensor;
A lock-up control device for an automatic transmission, comprising a control means for coupling an input member and an output member of the torque converter for a set time from the time of starting.