JPS59187162A - Lockup control device for automatic speed change gear - Google Patents

Abstract

PURPOSE:To prevent shock of speed change by a method wherein a delay time is controlled in accordance with a line pressure in case a shift-up signal is outputted during lockup operation and lockup releasing signal is delayed with respect to the shift-up signal. CONSTITUTION:The output signals of an engine load sensor 207 and a speed sensor 209 are inputted into a shift change deciding means 2 and a lockup deciding means 3 respectively. In case the shift change deciding means 2 outputs the shift-up signal while the lockup deciding means 3 is outputting the lockup releasing signal, a delay means 6 outputs after a time in accordance with the output signal of a pressure sensor 5 detecting the line pressure has elapsed in a hydraulic pressure control circuit 4. A control means 7 outputs a signal for controlling the driving of a solenoid means M1 for lockup by the output signal of the delay means 6.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a lockup control device for an automatic transmission, and more particularly to a lockup control device for an electronically controlled automatic transmission used in a traveling vehicle such as an automobile.

-i, one type of automatic transmission is commonly used, which is constructed by combining a torque converter and a multi-stage gear type transmission mechanism having a gear mechanism such as a planetary gear mechanism. A hydraulic mechanism is usually employed for speed change control in such automatic transmissions. In other words, the hydraulic circuit is switched using a mechanical or electromagnetic switching valve, and the friction elements such as brakes and clutches attached to the multi-gear transmission mechanism are operated appropriately to switch the engine power transmission system and achieve the required output. It is designed to obtain gears. Solenoid switching valve ζ Therefore, when switching the hydraulic circuit, an electronic device detects when the vehicle's running condition exceeds a predetermined shift line, and a signal from this device selects the electromagnetic switching valve. Normally, the hydraulic circuit is operated automatically and the hydraulic circuit is switched accordingly to change the speed. Such shift control includes shift-up control, shift-down control, and lock-up control.

In the lock amplifier control of the above-mentioned shift control, in conventional electronically controlled transmission solutions, changing gears with the lock-up clutch connected causes a large shock, so lock-up is released during the shift even in the lock-up region. It is customary.

However, when lock-up is released, the engine speed increases by the amount of torque converter slippage, so this is not a problem in downshift control because the engine speed needs to increase by the gear ratio, but in upshift control Since it is necessary to lower the engine speed, if the start/tuck-up release signal is output too early, the engine speed will rise once and then drop, which is an unpleasant phenomenon for the driver. There is one thing happening.

Therefore, a control method has been proposed in which the lock-up release signal is generated with a delay from the shift signal (for example, JP-A-5-7, 27♂j-O).

By the way, in general, in an automobile hydraulic control circuit,
When the throttle valve is open, the pressure (line pressure) of the pressure fluid supplied to the hydraulic actuator is high (and when it is closed, it is low). This is because it is necessary to increase the pressure acting on actuators such as clutches and brakes.

However, when the line pressure is high (the operating time of each actuator is shortened, the shift time generally becomes shorter.On the other hand, the pressure inside the torque converter is Regardless of the pressure, it is kept almost constant by the regulator or check valve, so the release time of the lock-up clutch does not change depending on the magnitude of the line pressure.

Therefore, Tokukai Sho 6 Otsu-/,! If the delay time of the lock-up release signal is made constant as in No. 7♂j-O, there will be a problem that a gear change shock will occur at a certain throttle opening, and the engine will rev up at a certain throttle opening.

As a method to eliminate such problems, the delay time of the lock-up release signal can be adjusted by adjusting the engine load (throttle opening,
or accelerator opening), in other words, when the engine load is large, the delay time is shortened,
A method has been proposed to control the length so that when it is small, it becomes long (for example, see Japanese Patent Laid-Open No. 67-6767).

However, even if the delay time of the lock-up release signal is changed according to the engine load, if we consider the path from the change in throttle opening to the change in line pressure, the change in throttle opening → negative pressure When the pressure changes, the change in the vacuum diaphragm → the change in the throttle valve is transmitted in the same order as the change in the line pressure, causing a time delay.

Therefore, while there is no problem with upshifts that occur as the vehicle speed increases when the driver is driving with the accelerator opening at a nearly constant rate, there is no problem with upshifts that occur when the vehicle speed increases, but if the driver suddenly applies the accelerator while accelerating with the accelerator opening all the way up. When shifting up during the closing process, the aforementioned time delay becomes a problem. In other words, in this case, the load is small at the point on the shift diagram where it intersects with the upshift shift line, so it is assumed that the line pressure has also virtually dropped by the load, and the controller sets a longer delay time. In reality, as mentioned above, the degree of decrease in line pressure is small, so the shift operation is performed in a short time, resulting in a shock.

The present invention has been made in view of the above-mentioned problems, and when a lock-up release signal is delayed with respect to a shift-up signal when a shift-up is issued during a lock-up operation, the delay time is determined by the engine load. (The main object of the present invention is to solve the above-mentioned conventional problems by controlling the line pressure f in an n-direction manner, and to provide a lock end/stop control device for a single automatic transmission.

The configuration of the present invention will be explained with reference to FIG.

Engine load sensor 2 that detects the size of engine load
07 and, for example, a speed sensor 209 that detects the rotational speed of the torque converter output shaft are input to the shift change determining means 2 and the lock-up determining means B, respectively. The shift change determination means 2 compares the surface output signal with the shift change setting value, and accordingly issues a shift up signal or a shift down signal. It compares with the set value and issues a lock-up activation or release signal depending on the result.

Shift engine when the lock-up determining means 6 is issuing the lock-up release signal! When the I'lJ constant means 2 issues a shift up signal, the delay means 6 outputs an output signal after a period of time corresponding to the output signal of the pressure sensor 5 that detects the magnitude of line pressure in the hydraulic control circuit 4. The control means 7 issues a signal to drive and control the lock-up electromagnetic means M1. Electromagnetic means for shift change M25M
31M4 is driven and controlled in an M-contact manner by a shift-up signal or a shift-down signal.

Hereinafter, the structure of the present invention will be specifically explained with reference to preferred embodiments.

In FIG. 2, which shows a cross section of a mechanical part and a hydraulic control circuit of an electronically controlled automatic transmission, the automatic transmission includes a torque converter 10, a multi-gear transmission mechanism 20, a torque converter 10, and a multi-gear transmission mechanism 20. and f
This is basically composed of an overdrive planetary gear transmission mechanism 50.

The torque converter 1D includes a pump 11 coupled to the engine output shaft 1, a turbine 12 disposed opposite the pump 11i, and a stator 16 disposed between the pump 11 and the turbine 12, A converter output shaft 14 is coupled to the turbine 12 . A lock-up clutch 1 is provided between the converter output shaft 14 and the pump 11.
5 are arranged. This lock-up clutch 15 is always urged in the engaging direction by the positive and negative pressure circulating within the torque converter 10, and is in the released state by the releasing hydraulic pressure supplied from the outside to the clutch 15ζ. It is designed to be held in

The multi-stage gear transmission mechanism 20 is an if 1-stage variable tooth star gear mechanism 21
It has a 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 22 are connected via a connecting shaft 25. The input 4itlI26 of the multi-stage gear transmission mechanism 20 is the nfJ side clutch 2.
The connecting shaft 25i is also connected to an internal gear 29 of the front planetary gear mechanism 21 via a rear clutch 28. A front brake 60 is provided between the connecting shaft 25, that is, the sun gears 23 and 24, and the transmission case. The planetary carrier 61 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 34, and the rear brake is connected between the planetary carrier filter 5 of the rear planetary gear mechanism 22 and the transmission case. 36 and a one-way clutch 37 are interposed.

The overdrive planetary gear transmission mechanism 50 includes a planetary carrier 5 that rotatably supports a planetary gear 51.
2 is connected to the output fi 14 i of the torque converter 10, and the sun gear 56 is connected to an internal gear 55 via a direct coupling clutch 54. An overdrive brake 56 is provided between the sun gear 56 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 low speed mechanism 20 is of a conventionally known type and has three forward speeds and reverse/speed change speeds, and in order to operate the clutches 27, 28 and brakes 30, 31 appropriately, the direct coupling clutch 54 is engaged and the brake 56 is activated. Released 1, axis 1
4.26 is directly coupled, the brake 56 is engaged,
When clutch 5.4 is released, it engages shaft 14.26 in overdrive.

The automatic transmission described above is equipped with a hydraulic control circuit as shown in FIG. This hydraulic control circuit consists of 1. It has an oil pump 100 driven by an engine output shaft 1, and hydraulic oil discharged from the oil pump 100 into a pressure line 101 has its pressure adjusted by a pressure regulating valve 102 and is guided to a select valve 106. The select valve 106 is /,! , D%N, R% P(7), and the select valve has /,! and P position, the pressure line 101 communicates with ports a% b, c of the valve 106. Port a is connected to an actuator 104 for operating the rear clutch 28, and when the valve 106 is in the above-mentioned position, the rear clutch 28 is held in the engaged state. Port a is also connected near the left end of the /-no shift valve 110, pushing its spool to the right in the figure. Port a is further connected via the first line L1 to /-
! To the right end of the shift valve 110, via the first line L1! The right end of the -3 shift valve 120 is connected to the right end of the 3-g shift valve 160 via the third line L3. No./No. above! And from @3 lines L1, L2 and L3, the /th and !th, respectively! and third drain lines Di%D2 and D3 are branched, and these drain lines I)l, D2゜D3 have first, second, and The third solenoid valves SLI, SL2, and SL3 are connected. When the solenoid valves SLI, SL2, and SL3 are energized while the line 101 and port a are in communication, they close each of the drain lines D1, I)2, and D3,
As a result, the pressure in the first, second, and third lines is increased.

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 spool of the valve 105 is in the downward MO position, the lines 140 and 141 communicate with each other, and hydraulic pressure is introduced into the joint pressure chamber of the actuator 108 of the front brake 60 to hold the front brake 30 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. Zarabanko port C
via pressure line 106! -3 is connected to the shift valve 120. This line 106 is connected to the second line L when the solenoid valve SL2 of the third drain line Di is energized.
The pressure in 2 is increased and this pressure communicates with line 107 when the spool of 2-3 shift valve 120 is moved to the left. The line 107 is connected to the release side pressure chamber of the actuator 108 of the front brake, 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 actuator 10'91 of forward clutch 27, causing this clutch 27 to engage.

The select valve 106 connects the pressure line 101 to the / position.
and has a port d leading to line 11
2, it reaches the /-no shift valve 110, and then the line 11
6 to the actuator 114 of the rear brake 66. /-! Shift valve 110, 2-3 shift valve 120LL, solenoid valve SLI,
When SL2 is energized, the spool is moved to switch lines, which activates the specified brake or clutch, respectively /-! ,! -3 speed change operation is performed. The hydraulic control circuit also includes a cutback valve 115 that stabilizes the hydraulic pressure from the pressure regulating valve 102, a vacuum throttle valve 116 that changes the inlet pressure from the pressure regulating valve 102 according to the magnitude of the intake negative pressure, and a cono throttle valve 11.
A throttle backup valve 117 is provided.

At the same time as controlling the brake 56, the 3-g shift valve 16
0 and an actuator 162 are provided. The locking 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 engaging direction. This 3-g shift valve is also similar to the above /-J, 2-3 shift valve 110.120,
When the solenoid valve SL3 is energized, the spool 161 of the extraction valve 160 moves downward, the pressure line 101 and the line 122 are disconnected, and the line 122 is drained. As a result, the hydraulic pressure acting on the release side pressure chamber of the actuator 132 of the brake 56 disappears, and the brake 56 is actuated in the engagement direction, and the actuator 164 of the clutch 54 acts to release the clutch 54.

Furthermore, the hydraulic control circuit of this example includes a lock-up control valve 1.
66 is provided, and this lock-up control valve 166
is connected to port a of the select valve 103 via line L4. From this line L4, drain line D
1, D2, and D3, a solenoid valve SL4 is provided and a drain line D4 branches off. The lock-up control valve 136 is activated when the solenoid valve SL4 is energized, the drain line D4 is closed, and the pressure in the line L4 is increased.
4 is shut off, the line 124 is drained, and the lock-up clutch 15 is moved in the operating 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, an electronic control circuit for controlling the operation of the hydraulic control circuit will be explained with reference to FIG.

The electronic control circuit 200 includes an input/output device 201, a random
It is equipped with an access e-memory 202 (hereinafter referred to as single i-co-RAM) and a central processing unit 203 (hereinafter simply referred to as CPU). The input/output device 201 includes an engine load sensor 207 that detects the engine load from the opening degree of a throttle valve 206 provided in the intake path 205 of the engine 204 and outputs a load signal SL; An engine rotation speed sensor 208 detects the rotation speed of the power shaft 1 and outputs 3' SE in response to the engine rotation speed; Rotation speed sensor) 209. Mode sensor 210 that detects a driving mode such as power mode or economy mode and detects a driving mode signal SM, and pressure sensor 5 that detects the line pressure of the hydraulic control circuit and outputs a pressure signal Sp. Sensors for detecting driving conditions, etc., are connected to the vehicle, and the above-mentioned signals, etc., are inputted from these sensors.

The input/output device 201 receives a load signal S from the sensor.
L, engine rotational speed (ii4'3SE, processing the engine rotational speed signal ST, mode signal SM, and pressure signal Sp and supplying it to the RAM 202. RA, M2O2, stiffness signals SL, SE, ST, The CPU 203 stores the signals SM and Sp, and supplies these signals SL, SE, ST, SM, Sp or other data to the CPU 2Q in response to the command C from the CPU 206.
In accordance with a program compatible with the shift control of the present invention,
An example of reading out the engine speed signal ST in response to the load signal SL and the mode signal SMi is shown in FIG. line and the shift-down shift line [by which a calculation is made to determine whether or not to shift.

At the same time, the lockup operation line and the mouth, noqua,
It also performs calculations to determine whether or not it should be 1-punch, no-kua-knob, with reference to the pump release line. Other than that, when shifting up while the knob is in operation, the pressure sensor 5 sends the Reno pressure signal 9.
The output of the lock-up release signal is delayed with respect to the shift door knob signal by the time T corresponding to 5 p i (7th.
(See Figure 2).

The calculation result of the CPU 2Q5 is transmitted via the input/output device 201 to the /-2 shift valve 110. which is the speed change control valve described with reference to FIG. ．． 2-, J shift valve 120; and 3-G shift valve 130, it is given as a signal to control the excitation of a group of electromagnetic valves that operate the day-to-day shift control valve 166. This solenoid valve group includes /-no shift valve 110. ．． 2-3 shift valve 120.3-3 shift valve 160, lock up TL
i control valve 133 each solenoid valve SR-1, SL
2, SL3, and SL4 are included.

Below is the above electronic control episode 1? An example of automatic transmission control by J200 will be explained. Preferably, the electronic control circuit 200 is constituted by a microcomputer.
The program installed in these 20 electronic control circuits is
For example, the process is executed according to the flowchart shown in FIG. 5 and subsequent figures.

FIG. 5 shows an overall flowchart of the speed change control, and as can be seen from this figure, the speed change control is first performed from the initialization setting in step S1. This initialization setting initializes the ports and necessary counters of each control valve that switches the hydraulic control circuit of the automatic transmission, and sets the gear transmission mechanism 20 to series and the lock-up clutch 15 to release. . After this, various working areas of the electronic control circuit 200 are initialized and completed.

Next, in step S2, a preset timer value T is taken, and after subtracting "/" from this value by 1, the position of the select valve 106, that is, the shift range is read in step S3. Then, in step S4, it is determined whether the shift range read by the lever is "/range"'. When the shift range is "/range", that is, when the answer is YES, the lockup is released in step S5, and then, in step S6, it is downshifted to /speed to calculate whether or not the engine will overrun. When it is determined to run, that is, when it is YES,
In step S8, the gear transmission mechanism 20 is shifted to the second speed (this shift valve is controlled a). When it is determined that there is no overrun, that is, when the answer is NO, the gear transmission mechanism 20 is shifted to the first speed in step S9. This is to prevent shock.

If the shift range is not "/range" in step S4, that is, NO (in this case, it is determined in step 510 whether the shift range is "2 range"). , step S
The lockup is released at step 11, then step 51
2, the gear is shifted to Zg j speed. On the other hand, if it is determined in step 510 that the shift range is not the "! range", that is, No, this indicates that the shift range is in the D range after all, and in this case, the shift up control in step S13, Shift down control in step 514 and lock up control in step 515 are performed in this order.

As described above, step S8, Se, 512.51
5 is completed, in step 516 a certain period of time (for example, 6
After a delay of Q ms ec , ) is applied, the process returns to step S2 and the above-described routine is repeated.

Next, the shift up control (step 513 in Figure αq 6) will be explained in detail with reference to Figure 3.

First, the gear position, that is, the position of the gear transmission mechanism 20 is read out. Next, based on the read gear position, it is determined in step 521 whether or not the vehicle is currently at the G-th speed.

When the speed is not the third speed, the current throttle opening is read out in step S22, and in step S23, data Tsp (M
A P ) is read. An example of this shift map is shown in FIG. Next, in step 524, the actual turbine rotation speed (
T'sp) is read out, and this turbine rotational speed is determined from the shift-up map data Tsp (M A
P) In step S25, the turbine rotational speed TSP is determined based on the shift line Mf in relation to the throttle opening.
The set turbine rotation speed Tsp (M A
P) Determine whether it is larger than P).

When the actual turbine rotational speed is larger than the set turbine rotational speed in relation to the throttle opening degree, that is, when the result is YES, a flag / for a 7-speed upshift is read out in step S26. Next, in step S26, it is determined whether the read flag / is 0 or /, that is, Re s
Determine whether e is in the state or Set state.

The flag / changes from 0 to / when a 7-speed upshift is executed.
When the flag that stores the gear shift up status is in the Res, et state, step S
At step 27, set the flag / to 70, then at step 528 shift up to 7 gears, and set the lock-up release delay shift timer to, for example, 7 seconds! θ0 and one step S
29 to complete the 7-speed shift up control.

The above 7-speed shift up control system O flag / is /
If the determination is YES, the control is completed as is.

Also, if the determination at the initial stage as to whether the speed is S is YES, the control is completed as is. Furthermore, step S
In step 25, it is determined whether the actual turbine rotation speed TsP is larger than the set turbine rotation speed TsP (MAP) indicated by the speed change 1Mfu in relation to the throttle opening degree.
If so, in step 530 T”S'P (M A P
) lko0. By multiplying by ♂, a new set turbine rotation speed on the new shift line Mfu' shown by the broken line in FIG. 7 is set. Next, in step S31, it is determined whether the current turbine rotation speed TsP is larger than the set turbine rotation speed indicated by the speed change number Mfu'. This judgment is NO
If so, the flag / is reset in step S32 to prepare for the next cycle, and if the determination is YES, the control is immediately terminated and the shift-down control is then performed.

The downshift control is executed according to the downshift speed change control subroutine shown in FIG.

This downshift control is performed by first reading out the gear position, as in the case of upshift control. Next, based on this read gear position G,
In step 541, it is determined whether the vehicle is currently in the first speed. If it is not the first speed, the throttle opening degree is read out in step s4°. Thereafter, in step 543, shift down map data TSp ('MAP) corresponding to the read throttle opening degree is read out. An example of this shift down map is shown in FIG. Next, in step S44, the actual turbine rotation speed TSP is read, and this turbine rotation speed is used as the set turbine rotation speed TSp (MAP) i which is the data of the shift down map read above.
In light of this, in relation to the throttle opening, the turbine rotational speed TsP is determined by the downshift shift line M(d+shown, lt
It is determined in step 54.5 whether the set turbine rotation speed TSP (MAP) is smaller than the set turbine rotation speed TSP (MAP).

If the actual turbine rotation speed is smaller than the set turbine rotation speed, that is, if YES, step 546
Reads out the f-first flag of the 7-speed downshift. flag! is changed from 0 to / when downshifting by 7 gears.

Next, this flag! It is determined whether is θ/, that is, whether the state is in Re5et or 5e4i. flag! is R
When e is in the state [this state], the flag is set to / in step S47, a 7-speed downshift is performed in step 54.8, and the 7-speed downshift control is completed.

If the determination in step S46 is YES, downshifting is not possible, so the control is completed.

Further, when the actual turbine rotation speed TSP is not smaller than the set turbine rotation speed indicated by the /stage shift down shift line Mfd, a downshift map corresponding to the current throttle opening is read out, and in step S49, the shift down map of this map is changed. The line Mfdi indicates the set turbine rotation speed '10
．． j? A new set turbine rotation speed on the new speed change iMfd' is formed by multiplying by . Next, in step S5o, the current actual turbine rotation speed TSP is changed to the above-mentioned shift line Mfd'.
When the turbine rotation speed is smaller than the set turbine rotation speed shown in , the control is completed as is, whereas when it is not smaller, the process proceeds to step S5.
1 resets the flag 2 to 0i to complete the control and then shift to lock-up control.

In addition, in the shift-up speed change control and shift-down speed change control explained above, when a speed change is not performed,
θ, ♂ or /10. The purpose of creating hysteresis by multiplying by ♂ to form a new shift line is to prevent chuck ring from occurring due to frequent gear changes when the engine speed and turbine speed are at the critical speed. This is to do so.

Next, the lockup control number will be explained with reference to FIG.

First, lock-up control is performed starting with step 561, in which it is determined whether or not gears are being changed. Subsequently, during a shift, it is determined in step S62 whether or not the timer value of the shift timer is 0. If the timer value is not 0 (this ends as is, 00), step S63
The speed change timer is reset in step S64, and the lockup is released in step S64, and the process ends.

On the other hand, when the gears are not being shifted, the throttle opening is read using Stella 7'S65, and the lock-up OFF map, that is, the lock-up is turned OFF at step 566.
The shift line MOFF (
From the map showing the set turbine rotation speed T sp (M A P
) is read out. Next, in step S67, the current turbine rotation speed TSP is read, and in step 868, the read turbine rotation speed TSP is set to the lock-up OFF state.
With reference to the map, it is determined whether the turbine rotation speed TSP is larger than the set turbine rotation speed indicated by the shift line MOFF. If the turbine rotation speed TsP is smaller than the set turbine rotation speed Tsp (MAP), that is, in the case of NO, the lockup is released in step S64 and the process ends.

On the other hand, the turbine rotation speed TSP is the set turbine rotation speed TS
If it is larger than P (M A P ), that is, in the case of YES, in step S69, the lock-up ON map, that is, the lock-up is in the ON state 1, and the control number for rubbing is set to the shift line h40H (see Fig. 77). ), another set turbine rotation speed Tsp (MAP) corresponding to the throttle opening is read out, and then in step S7o, it is determined whether the turbine rotation speed TSP is larger than the set turbine rotation speed TSP (MAP). It is determined whether or not. If this determination is YES, step S7
If the answer is 1, the lockup is activated and the process ends, while if the answer is NO, the process ends as is.

In the above lock-up control, when a shift-up signal is issued during lock-up operation, the lock-up release signal is output with a delay of time T after the shift-up signal, as shown in FIGS. 1-7. The delay time T
is directly controlled by the line pressure detected by the pressure sensor 5.

That is, in FIG. 73, it is determined in step 581 whether or not to shift up, and then in step S82
If it is determined that the shift-up should be performed, that is, YES, the line pressure is read by the pressure sensor 5 in step S83. Subsequently, in step S84, according to the line pressure, the value of delay time T is set in the delay timer by looking at Table 7, and the process moves to the release flow shown in Fig. 1. On the other hand, if the upshift is not required, that is, if the answer is NO, the process ends (T=0).

In the table 7 cancellation flow, a shift up signal is output in step 591, and then, in step S92, it is determined whether the delay time T has elapsed. If NO, the determination is repeated, and if YES, a lock-up release signal is output in step S93 and the process moves to the first stage.

As described above, the present invention detects the line pressure that is controlled in accordance with the engine load, and sets the timing for outputting the lock-up release signal according to its magnitude, so that the line pressure in the direction of closing the accelerator is set. Even when shifting up, the lock-up can be released without causing a shock.
It is done smoothly.

[Brief explanation of the drawing]

The drawings illustrate the present invention, and FIG. 7 is an overall configuration diagram of a lock-up control device for an automatic transmission, FIG. 2 is a cross-sectional view of a mechanical part of the automatic transmission and a hydraulic control circuit, and FIG. 3 is a diagram showing a hydraulic control circuit. 7 is a schematic diagram showing an electronic control circuit of a lock-up control device of an automatic transmission, FIG. 7 is a diagram showing an example of a shift diagram, FIG. 5 is a flowchart of the entire shift control, and FIG. y<7 Figure 2 is a diagram showing a shift up map, Figure 2 is a flowchart of downshift control, Figure 2 is a diagram showing a shift down map, Figure 70 is a diagram showing a shift down map.
The figure is a flowchart of lock-up control, Figure 1/Figure shows a lock-up control map, Figure 7.2 is an explanatory diagram of the output timing of the shift-up signal and lock-up release signal, and Figures 13 and 1 are shift 3 is a flowchart illustrating control of output timing of an up signal and a lock-up release signal. 1...Engine output shaft, 2...Shift change determination means, 6...Lock-up determination means,
4... Hydraulic control circuit, 5... Pressure sensor, 6... Delay means, 7... Control means, 14... Torque converter output Axis, 2[]0・
...Electronic control circuit, 204...Engine, 206...-Throttle valve, 207...
, , , Engine load sensor, 208...Engine speed sensor, 209...Speed sensor procedure correction Written in 1939! J-day 1 Display of the case 1932 Patent Application No. Gutata Otsuso No. 2 Name of the invention Lock-up control device for automatic transmission 3 Relationship to the case by the person making the amendment Patent applicant address 3 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture/ Issue name (313
) Toyo Kogyo Co., Ltd. Representative Yoshiki Yamazaki 4 Agent Postal code 530 Address 4-4-18 Nishitemma, Kita-ku, Osaka-shi, Osaka Prefecture Drawing subject to amendment 6 (Figure 73) Contents of amendment 7 Figure 73 of the drawing is attached as an attachment Correct as shown. 8 List of attached documents

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 lockup means for connecting and connecting the input shaft and output shaft of the torque converter to switch the power transmission path. ,
a hydraulic actuator for switching the power transmission path of the transmission gear mechanism to perform a speed change operation; an electromagnetic means for controlling the supply of pressure fluid to the lockup means and the hydraulic actuator; and an engine load for detecting the entire load of the engine. a sensor, a speed sensor that detects a signal corresponding to any one of the output shaft rotation speed of the engine, the output shaft rotation speed of the torque converter, and the output shaft rotation speed of the transmission gear mechanism; and the engine load sensor and the speed sensor. A shift change determining means receives respective output signals, compares the surface output signals with a shift change setting value, and issues a shift up signal or a shift down signal according to the result, and output signals of the engine load sensor and the speed sensor. is inputted, and the surface output signal is compared with the lockup setting value, and a lockup determination means for issuing a lockup activation or release signal according to the result, and a magnitude of the pressure of the pressure fluid supplied to the hydraulic actuator. a pressure sensor for detecting a shift amplifier signal; and a delay means for emitting a lock-up release signal after a period of time corresponding to the output signal number of the pressure sensor when the shift change determining means issues a shift amplifier signal while the lock-up means is in operation. A lock-up control device for a variable transmission, comprising: a control means for receiving an output signal from the delay means and generating a signal for driving and controlling the electromagnetic means.