JPS6184458A - Control device of automatic speed change gear - Google Patents

Abstract

PURPOSE:To reduce a speed change shock by outputting a lock up release signal in synchronization with the generation of a shift up signal or delaying the outputting of a lock up release signal according to the rotational frequency change condition of an engine output shaft when a shift up signal is generated in the lock up state. CONSTITUTION:The above control device is adapted to intermittently operate a lock up mechanism A provided on a torque converter by controlling lock up electromagnetic means 13, and operate a geared speed change mechanism C to change speed by controlling a speed change electromagnetic means D. In this case, in the condition where a lock up signal is output from lock up control means E, when a shift up signal CP is output from speed change control means F, according to an output of rotational frequency change condition detection means H, if the rotational frequency of an engine output shaft is downward tendency, a lock up release signal Cq' is output in synchronization with outputting of the signal CP and if it is upward tendency, the outputting of the signal Cq' is delayed by lock up release timing adjust means G.

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial Application) The present invention relates to a control device for an automatic transmission that reduces shift shock while preventing engine revving during upshifts.

(Prior Art) Generally, as an automatic transmission, one configured by combining a torque converter and a multi-stage gear type transmission mechanism having a gear mechanism such as a planetary gear mechanism is widely used. For speed change control in such automatic transmissions, a hydraulic mechanism is usually adopted, and the hydraulic circuit is switched using an electromagnetic switching valve.
As a result, frictional elements such as brakes and clutches, which are hydraulic actuators attached to the multi-gear transmission mechanism, are actuated as appropriate to switch the engine power transmission system and obtain a desired gear position. In order to switch the hydraulic circuit using an electromagnetic switching valve, an electronic control device detects that the vehicle's running state has exceeded a predetermined shift line, and an electromagnetic control device is activated by a shift up signal or a shift down signal from this device. It is customary to selectively operate a type switching valve, thereby switching the hydraulic circuit and changing speed.

In an automatic transmission having this torque converter,
A port for directly connecting the engine output shaft and the torque converter output shaft in order to improve fuel efficiency and avoid slipping of the torque converter.

Many models are equipped with a pull-up mechanism. This lock-up mechanism performs lock-up (direct connection) or lock-up release by controlling the supply of hydraulic pressure to a hydraulic actuator associated with the lock-up mechanism using a lock-up electromagnetic means. This lock-up or lock-up release is usually performed by an electronic control device outputting a lock-up signal or lock-up release signal to the lock-up electromagnetic means based on predetermined lock-up characteristics. .

In this way, in an automatic transmission having a lock-up mechanism, in order to avoid a large shock caused by shifting while in a lock-up state, Japanese Patent Laid-Open No. 56-39354
As shown in the publication, a control system that temporarily releases lock-up during gear shifting even during lock-up and allows the torque converter to absorb torque fluctuations (engine speed differences) caused by gear shifting is generally used. It is being done.

Recently, research has begun to focus on the timing of releasing lock-up, with the assumption that the lock-up is released once during a gear shift, in order to obtain an even better shift feeling. There is.

As shown in Japanese Unexamined Patent Publication No. 127856/1982, the lock-up release timing has been devised, taking into consideration the fact that the shift door shift is often performed during acceleration. In order to prevent the engine from revving up as a result of release, a lock-up release signal has been proposed in which a lock-up release signal is output a predetermined time later than the shift-up signal is output. In other words, normally there is a time lag (response delay of the gear shifting hydraulic system) from the output of the shift-up signal to the actual upshift, and the time lag from the lock-up release signal to the actual shift-up.

Therefore, if this lock-up release signal is output in synchronization with the shift-up signal, the lock-up will be released before the shift-up is actually performed and the engine load will be reduced, resulting in acceleration. If an upshift is made during the shift, engine revving will occur, but this engine revving can be suppressed by delaying the lock-up release signal output from the shift-up signal output as in the above publication. It turns out.

However, as mentioned above, if the lock-up release signal is simply output later than the shift-up signal output, the shift shock may become large depending on the driving mode at the time of shifting. This may cause the problem that the meaning of IS may be overshadowed by IS. To explain this point in more detail, for example, if we consider a case where an upshift is performed when transitioning from acceleration to constant speed driving, the engine speed changes due to the shift as the engine speed attempts to decrease. This shows a favorable phenomenon in which the shift shock becomes smaller (shift shock becomes smaller). However, delaying the lock-up mechanism while the engine speed is decreasing means that the engine is forcibly rotated in the lock-up state by the drive wheels (inertia of the vehicle), so the engine speed decreases. This results in a large difference between the engine speeds before and after the upshift, ie, a large shift shift.

(Object of the invention) The present invention has been made in consideration of the above circumstances, and
To provide a control device for an automatic transmission that provides better shift feeling by alleviating shift shock and preventing engine revving during upshift.

(Structure of the Invention) The present invention has been made with the focus on the fact that it is possible to accurately determine whether or not engine revving occurs by observing the state of change in engine speed during upshifting. It is. In other words, when the engine speed, which tends to cause engine revving, tends to rise, the lock-up release signal is output later than the shift-up signal output, while the engine speed, which does not cause engine revving, decreases. When this trend occurs, the lock-up release signal output is synchronized with the shift-up signal output so that the engine speed decreases more smoothly and the difference in engine speed between before and after the shift-up is reduced. That's what I'm supposed to do.

Specifically, as shown in FIG. 1, a torque converter connected to an engine output shaft, a gear type transmission mechanism connected to the output shaft of the torque converter, and a connection between the engine output shaft and the output shaft of the torque converter. a lock-up mechanism for controlling the supply of pressure fluid to the fluid-type actuator that performs a speed-change operation of the gear-type transmission mechanism; A lockup electromagnetic means for controlling supply; a shift control means for outputting a shift up signal or a shift down signal to the shift electromagnetic means based on a predetermined shift characteristic; and a predetermined lockup characteristic. lock-up control means for outputting a lock-up signal or a lock-up release signal to the lock-up electromagnetic means based on the lock-up electromagnetic means; and rotation speed change state detection means for detecting a state of change in the rotation speed of the engine output shaft.

When a shift-up signal is output to the gearshift electromagnetic means in a lock-up state, based on a signal from the rotation speed change state detection means, if the rotation speed of the engine output shaft is on a downward trend, the shift-up signal is output. A lock-up release timing adjustment means for outputting a lock-up release signal in synchronization with the output, and outputting the lock-up release signal later than the output of the shift-up signal when the rotational speed of the engine output shaft is on an upward trend. It is a thing.

(Example) Examples of the present invention will be described below based on the attached drawings.

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 AT includes a torque converter 10, a multi-gear transmission mechanism 20, and a torque converter 10 and a multi-gear transmission mechanism 20. It is configured to include an overdrive M-sei car transmission mechanism 50 disposed between the two.

The torque converter 10 includes a pump 11 .coupled to the engine output shaft 1 . It has a turbine 12 disposed facing the pump 11 and a stator 13 disposed between the pump 11 and the turbine 12, and a converter output shaft 14 is coupled to the turbine 12. A lock-up clutch 15 is provided between the converter output shaft 14 and the pump 11.
is installed. This lock-up clutch 15 is
The hydraulic pressure circulating within the torque converter 10 constantly urges the engagement direction, that is, the direction of locking up (directly connecting) the engine output shaft 1 and the torque converter output shaft 14, and the opening hydraulic pressure supplied from the outside It is kept open.

The multi-stage gear transmission mechanism 20 has a front planetary gear mechanism 21 and a rear planetary gear mechanism 22, and a sun gear 23 of the front planetary gear mechanism 21 and a sun gear 24 of the rear planetary gear mechanism 22 are connected via a connecting shaft 25. There is. Multi-stage gear transmission mechanism 2
0 input shaft 26 is connected to the connecting shaft 2 via the front clutch 27.
5 and an internal gear 29 of the front planetary gear mechanism 21 via a rear clutch 28. Connection shaft 25 or sun gear 23.24
A front brake 30 is provided between the front brake and the transmission case. Planetary carrier 3 of the front planetary gear mechanism 21
1 and the internal gear 33 of the rear planetary gear mechanism 22 are connected to an output shaft 34, and a rear brake 36 and a one-way clutch 37 are interposed between the planetary carrier 35 of the rear planetary gear mechanism 22 and the transmission case. There is.

In the overdrive planetary gear transmission mechanism 50, a planetary carrier 52 that rotatably supports a planetary gear 51 is connected to the output shaft 14 of the torque converter 10, and a sun gear 53 is connected to an internal gear 55 via a direct coupling clutch 54. It is designed to be combined with An overdrive brake 56 is provided between the sun 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 reverse speed, and can obtain the desired speed by appropriately operating the clutches 27, 28 and brakes 30, 36. It is. The overdrive planetary gear transmission mechanism 50 connects the shafts 14 and 26 in a direct connection state when the direct coupling clutch 54 is engaged and the brake 56 is released, while the brake 56 is engaged and the clutch 54 is released. When this happens, the shafts 14 and 26 are connected to overdrive.

The automatic transmission AT described above includes a hydraulic control circuit CK as shown in FIG. This hydraulic control circuit CK
has an oil pump 100 driven by an engine output shaft l, 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 103. The select valve 103 has l, 2. D, N, R, P, and when the select valve 103 is in the 1.2 and D positions, the pressure line lot is connected to the boat a of the select valve lO3.
, b, and c. Port a is connected to an actuator 104 for operating the rear clutch 28, and a valve 103
When the rear clutch 28 is in the above-described position, the rear clutch 28 is held engaged.

Port a is also connected near the left end of the 1-2 shift valve 110, pushing its spool to the right in the figure. Port a is further connected to l via the first line Ll.
- Connected to the right end of the 2-2 shift valve 110, to the right end of the 2-3 shift valve 120 via the second line L2, and to the right end of the 3-4 shift valve 130 via the third line L3. has been done.

Above 1. Second and third lines LL, L2, and L
First, second, and third drain lines DLI, DL2, and DL3 are branched from the drain lines DLI, DL2, and DL3, respectively. First, second, and third solenoid valves SLI, SL2, and SL3 are connected to open and close DL2 and DL3. The above solenoid valve SL1. SL2. When SL3 is excited with line 101 and port a communicating, each drain line DL1. DL2, DL3 are closed, and as a result cylinders 1, 2. The pressure in the third line is increased.

Port b is also connected to the second lock valve 105 via line 140, and this pressure acts to push the spool of the second lock valve 105 downward in the figure. When the spool of the second lock valve 105 is in the downward position, the lines 140 and 141 communicate with each other, and hydraulic pressure is introduced into the engagement side pressure chamber of the actuator 108 of the front brake 30 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. Furthermore, port C is connected via pressure line 106? -3 is connected to the shift valve 120. this line 1
06 is the solenoid valve SL2 of the second drain line DL2
is excited to increase the pressure in the second line Lz, and when this pressure moves the spool of the 2-3 shift valve 120 to the left, it communicates with the line 107. The line 107 is connected to the release side pressure chamber of the actuator 108 of the front brake 30, and when hydraulic pressure is introduced into the pressure chamber, the actuator 108 moves the brake 30 in the release direction against the pressure of the engagement side pressure chamber. Activate. The pressure in the line 107 is also conducted to the 7-cut unit 109 of the front clutch 27, causing this clutch 27 to engage.

The select valve 103 is connected to the pressure line 101 in one position.
has a boat d leading to the line 11, and this boat d leads to the line 11
2 to reach the 1-2 shift valve 110, and then line 1
13 to the actuator 114 of the rear brake 36. The 1-2 shift valve 110 and the 2-3 shift valve 120 operate solenoid valves SLI and SLI in response to predetermined signals.
When n2 is energized, the spool is moved to cut the line, thereby actuating a predetermined brake or clutch to perform the 1-2 and 2-3 speed change operations, respectively. The oil pressure control circuit CK also includes a cutback valve 115 that stabilizes the oil pressure from the pressure regulating valve 102, a vacuum throttle valve 116 that changes the line pressure from the pressure regulating valve 102 according to the magnitude of the intake negative pressure, and this throttle valve. 1
A throttle backup valve 117 is provided to assist the throttle valve 16.

Furthermore, the hydraulic control circuit CK in this example is provided with a 3-4 shift valve 130 and an actuator 132 to control the clutch 54 and brake 56 of the planetary gear transmission mechanism 50 for the auxiliary drive. 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 is also
-2. Similar to the 2-3 shift valves 110 and 120, when the solenoid valve SL3 is energized, the spool 131 of the 3-4 shift valve 130 moves downward, the pressure line 101 and the line 122 are cut off, 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 engaging direction, and the 7 actuator 134 of the clutch 54 acts to release the clutch 54.

Further, the hydraulic control circuit CK of this example is provided with a lock-up control valve 133.
33 is the boat a of the select valve 103 via the line L4.
is communicated with. From this line L4 is the drain line D L L-1DI.

? , DL3 has a branched drain line DL4 provided with a solenoid valve SL4. Lockup control valve 1
33, when the solenoid valve SL4 is energized and the drain line DL4 is closed, and the pressure in the line L4 increases, the spool cuts off the lines 123 and 124, and the line 124 is drained, causing the lock-up clutch 1 to close.
5 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 Tables 1 to 3 below.

Table 1, Table 2, and Figure 3 show the control of the automatic transmission AT according to the present invention, which controls the hydraulic control circuit CK associated with the above-mentioned automatic transmission IaAT to perform speed change control and lock-up control. An example of the device is shown together with an engine EN incorporating the automatic transmission AT.

In FIG. 3, a control unit 200 includes a lock-up control circuit 201 that performs lock-up control for the automatic transmission AT, and a shift control circuit 2 that performs shift control.
02. In addition, automatic transmission A
The rotational speed of the output shaft 14 of the torque converter 10 of the engine T, and hence the turbine rotational speed TSP, is detected by the turbine rotational speed sensor TS attached thereto, and the throttle opening TH of the throttle valve 204 provided in the intake passage 203 of the engine EN is detected. Detected by engine load sensor LS.

The turbine rotation speed signal St obtained from the turbine rotation speed sensor TS is output to the change state detection circuit 205, the lockup control circuit 201, and the speed change control circuit 202,
Further, a throttle opening signal Sn obtained from the engine load sensor LS is supplied to the lockup control circuit 201 and the speed change control circuit 202. Note that here, the turbine rotation speed TSP is treated as information corresponding to the vehicle speed, and the throttle opening degree Ti is treated as information corresponding to the engine load.

In the embodiment, the change state detection circuit 205 detects whether the turbine rotation speed when the shift-up signal is output is on an upward trend or a downward trend based on the turbine rotation speed signal St. In the example, the turbine rotation speed TS
Rate of change of P dT SP/dt〉0 indicates an upward trend, and dTSP/dt≦0 indicates a downward trend.The signal SP indicating whether the trend is upward or downward is as follows: The signal is output to the lockup control circuit 201.

A speed change control circuit 202 of the control unit 200 receives a turbine rotation speed signal S from the turbine rotation speed sensor TS mentioned above.
t, the throttle opening signal Sn from the engine load sensor LS and the information obtained from the driving mode sensor (not shown) that detects the driving mode are determined in advance based on, for example, the turbine rotation speed-engine load characteristic shown in FIG. A calculation is made as to whether or not a shift should be made by comparing the shift up shift line and the downshift shift line of the shift map. Then, in accordance with this calculation result, the shift up signal Cp or the shift down signal Cp' is applied to the first, second, and third solenoid valves SLI, Sn2, and the like of the hydraulic control circuit CK.
Sn2 and selectively excite them in the manner shown in Table 1 to shift the gear position of the automatic transmission fiAT to an upper gear position (upshift) or a lower gear position (downshift). At the same time, a shift-up signal Cp or a shift-down signal Cp' is output to the lock-up control circuit 201.

In addition, the lock-up control circuit 20 of the control unit 200
1, as in the case of the above-mentioned speed change control circuit 202, the turbine rotation speed S from the turbine rotation speed sensor TS
t, the information received by the throttle opening signal Sn and driving mode signal from the engine load sensor LS is used to lock up a shift map predetermined based on the turbine rotation speed-engine load characteristic as shown in FIG. 4, for example. The line and the lock-up release line are compared to calculate whether lock-up or lock-up should be released. Then, according to the result of this calculation, a lock-up activation signal Cq or a lock-up release signal Cq' is outputted to the fourth solenoid valve SL4 of the hydraulic control circuit GK.

In this way, a shift-up is performed based on the shift-up signal Cp, a downshift is performed based on the shift-down signal Cp', and a lock-up operation is performed based on the lock-up activation signal cq.
The lock-up is released based on the lock-up operation, and the present invention is particularly characterized by the lock-up release timing when the gear is shifted up in the lock-up operating state, and this point will be described in detail below.

Now, in the state where the lock-up operation is being performed according to the lock-up operation line in Fig. 4, the turbine rotation speed TSP' with respect to the throttle opening TH' at that time is the fourth
1, the shift control circuit 202 immediately sends a shift up signal Cp to the first, second, and third solenoid valves ASLI, Sn2, and Sn2 of the hydraulic control circuit CK. is output to.

At this time, the change state detection circuit 205 informs the lock-up control circuit 201 that the engine speed Esp has an increasing tendency (a'rSP, /dt >O).
If the number is output, as shown in Figure 13, -
From the lock-up control circuit 201 to the fourth solenoid valve SL
The lock-up release signal Cq' for the shift-up signal Cq' is output at a time t2, which is later than the time t when the shift-up signal CP was output. As a result, the opening force lockup is activated until the gear is actually shifted up, thereby preventing the engine from revving up.

In addition, the engine speed Esp has a downward trend (dTSP
/dt≦O), the lock-up release signal Cq' becomes the shift-up signal C, as shown in FIG.
It is output (at time t1) in synchronization with p. As a result, the lock-up is actually released earlier than the actual shift-up, and the engine speed Esp is reduced faster than when the lock-up is activated. Therefore, the difference in engine speed Esp before and after the upshift is reduced, and the shift shock is alleviated. In this case, since the engine speed is on a downward trend, the engine will not rev up even if the lockup is released faster than the upshift. An example of a driving situation in which the engine speed tends to decrease as described above is when the vehicle reaches a desired speed while accelerating, as experienced drivers often do. There may be cases where you intentionally release the accelerator pedal to actively shift up at a time that suits your will (such as intentionally reducing the throttle opening TH and performing the upshift operation shown in Figure 4). Do not operate the accelerator so as to cross the line.

Of course, in both cases where the engine speed is on an upward trend or a downward trend, the lock-up operating state is returned to the lock-up operating state at one hour t3.

The control unit 200 that performs the above-described control can be configured by, for example, a microcomputer, and the operating program of the microcomputer that configures the control unit 200 is illustrated in FIGS. 5 to 12, for example.
The process is executed according to the flowchart shown in the figure. This flowchart will be sequentially explained below. Figure 5 shows an overall flowchart of the shift control, and as can be seen from this figure, the shift control is first performed from the initialization setting in step St. This initialization setting initializes the ports of each control valve that switches the hydraulic control circuit of the automatic transmission and necessary counters to set the gear transmission mechanism 20 to the first speed and the lock-up clutch 15 to disengage. After this, various working areas of the control unit 200 are initialized and the process is completed.

Next, in step S2, the position of the select valve 103, that is, the shift range, is read, and then, in step S3, it is determined whether the read shift range is "lunge". When the shift range is "Runjipa", the lockup is released in step S4, and then in step S5.
Shift down to 1st gear and calculate whether or not the engine will overrun. When it is determined in step S6 that an overrun occurs, in step S7 the gear transmission mechanism 20
The shift valve is controlled to shift the gear to second gear. When it is determined that there is no overrun, the gear is shifted to the first gear in step S8 to prevent shift shock.

If the shift range is not "2 range" in step S3, it is determined in step S9 whether the shift range is "2 range". If the shift range is "2 range", step S10 The lock-up is released at step 311, and the gear is shifted to second gear at step 311.On the other hand, if it is determined at step 7'S9 that the shift range is not "2 range", it means that the shift range is in the D range after all. In this case, the shift-up control in step S12 and step 51, which will be described later, are performed.
Shift-down control at step 3 and lock-up control at step 314 are performed in sequence.

As described above, steps S7, S8, S11, S1
When step S4 is completed, the process returns to step S2 and the above-described routine is repeated.

Shift up control' Next, the shift up control (step 51 in FIG. 5)
2) will be explained in detail with reference to FIG.

First, the gear position, that is, the position of the gear transmission mechanism 20 is read out. Next, based on this read gear position, it is determined in step 321 whether or not the vehicle is currently in fourth gear. If it is not the fourth speed, the current throttle opening TH' is read in step S22, and data TSPI of the shift up map corresponding to the throttle opening is read in step S23. An example of this shift map is shown in FIG. Then, it is determined whether or not the current turbine rotation speed TSP' is larger than the set turbine rotation speed TSPI indicated by the speed change 1i M f u I in relation to the throttle opening.

The current turbine rotation speed TSP' is the throttle opening TH
When the relationship is larger than the set turbine rotation speed TSPI, the flag 1 for one-stage upshift is read out in step S26, and this read flag l is read out in step S26.
It is determined whether is O or I, that is, whether it is in a reset state or a set state. Flag 1 is changed from 0 to 1 when a 1st gear upshift is executed, and when flag l, which stores the 1st gear upshift state, is in the reset state, 7 lag l is set to 1 in step S27. After that, an upshift is performed in step S87, and the one-stage shift up control is completed.

In step S26, if the determination as to whether the flag l in the first-stage shift-up control system is 1 is 1, the control is completed as is.

Furthermore, even if the determination at the initial stage as to whether the vehicle is in the fourth gear is the fourth gear, the control is completed as is. Further, if it is determined in step S25 that the current turbine rotation speed TSP' is not greater than the set turbine rotation speed TSP indicated by the shift line M f u in relation to the throttle opening TH, then in step S29 For example, by multiplying by 0.8, a new shift line M shown as a broken line in Fig. 7 is obtained.
Set a new set turbine rotation speed TSP2 on fuz. Next, in step 330, the current turbine rotation speed TS
It is determined whether P' is larger than the set turbine rotation speed TSP2 indicated in the above-mentioned speed change number Mfu2, and T
If SP2 is larger, flag 1 is reset in step S31 to prepare for the next cycle, and conversely TSP'
If TSP2 is not larger than that, then shift down control is performed.

Shift down, 1' The shift down control (step 513 in FIG. 5)
This is executed according to the downshift control subroutine shown in the figure. This downshift control is performed by first reading out the gear position, as in the case of upshift control.Then, based on the read gear position, it is determined in step 541 whether or not the current gear position is 1st. It will be judged. If it is not the first speed, the throttle opening TH is read out in step S42, and then the Stella 7'S4
In step 3, data TSP+ of the shift down map corresponding to the read throttle opening TH is read. An example of this shift down map is shown in FIG.
4, the current turbine rotation speed TSP' is read out, and this turbine rotation speed TSP' is compared with the set turbine rotation speed TSPI, which is the data of the shift down map read above, and the current turbine rotation speed TSP' is determined as the throttle opening TH. In relation to the downshift shift line Mfci+
It is determined in step S45 whether or not the turbine rotation speed is smaller than the set turbine rotation speed TSPI shown in .

When the current turbine rotation speed TSP' is smaller than the set turbine rotation speed TSP, flag 2 for one-stage downshift is read out in step S46. Flag 2 is changed from 0 to 1 when the gear is downshifted by one gear.

Next, it is determined whether this flag 2 is O or I, that is, whether it is in the reset state or the set state. When flag 2 is in the reset state, flag 2 is set to 1 in step S47.
and downshifts by one step in step 34B.
Completes 1st stage downshift control.

If it is determined in step S46 that the flag 2 is set, it is impossible to downshift, so the control is completed.

Further, in step S45, when it is determined that the current turbine rotation speed TSP' is not smaller than the set turbine rotation speed TSP indicated by the first-stage downshift shift line Mfd, the shift is performed according to the current throttle opening. The down map is read out, and in step S49, the set turbine rotation speed T indicated by the shift line M f d s of this map is determined.
SP, for example, is multiplied by 170.8, and a new shift line Mfd is set.
Set a new set turbine rotation speed 'rspz on Z. Next, in step S50, the current turbine rotation speed TS
When P' is smaller than the set turbine rotation speed TSP2 shown in the above-mentioned shift line M f d 2, the control is completed as is, and when it is not smaller, the 7 lag 2 is reset to O in step S51 and the control is resumed. After completion, the process moves to the ivy up control.

In addition, in the shift-up speed change control and the shift-down speed change control explained above, when a speed change is not performed,
The reason why hysteresis is created by multiplying the Matsu/shift line by 0.8 or 170.8 to create a new shift line is that when the engine speed and turbine speed are at the critical speed, the shift line is often shifted. This is to prevent chattering from occurring due to this.

Row 2 cup control will now be described with reference to FIG. 1O (step 5L4 in FIG. 5).

First, in the lock-up control, the current throttle opening TH' is read out in step 561, and then in step S62, the lock-up OFF map is used, that is, the control is used to turn the lock-up into an OFF (released) state. From the map showing the shift line Muff (see Figure 11), the set turbine rotation speed TS corresponding to the throttle opening is determined.
Read P+0 Next, in step 563, the current turbine rotation speed TSP' is read, and in step 364, this read current turbine rotation speed TSP' is compared with the lock-up OFF map, and this current turbine rotation speed TSP is determined. It is determined whether or not ' is larger than the set turbine rotation speed TSPs indicated by the shift line MOFF. The current turbine rotation speed TSP' is the set turbine rotation speed "rsp"
If it is smaller than t, lockup is released in step S65 and the process ends.

On the other hand, if the current turbine rotation speed TSP' is larger than the set turbine rotation speed TSPI, step 366
Then, from the lock-up ON map, that is, the map showing the shift line Man (see Figure 11) used for control to turn the lock-up into the ON (operating) state, another set turbine rotation corresponding to the throttle opening TH is determined. number TSPz
is read, and then in step S67 it is determined whether the current turbine rotation speed TSP' is larger than the set turbine rotation speed TSP2. And TSP from TSP'
If z is larger, lockup is activated in step 868 and the process ends, while if TSPz is not larger than TSP', the process ends.

When the shift-up signal is output during the lock-up operation, the output timing of the lock-up release signal is adjusted by the subroutine shown in FIG.

First, in step 381, the contents of step 328 (see Fig. 6) are read.Next, in step 382, it is determined whether or not the contents read in step 381 are an upshift, and if not an upshift. End control. On the other hand, if it is determined in step S82 that it is an upshift, a shift up signal Cp is output in step S83.

Thereafter, in step 584, it is determined whether or not the lock-up is activated. If it is determined that the lock-up is not activated, the control is immediately terminated. Further, if it is determined in step 584 that the lock-up is activated, it is determined in step S85 whether or not the engine speed Esp is on a downward trend, that is, whether dTSP/dt≦0. If the engine speed Esp is on a downward trend, that is, if dTSP/dt≦0, a lockup release signal C is sent in step S86.
Output q'. Further, if dTSP/dt≦0, that is, if the engine speed Esp is on an upward trend, a delay condition is set in step 387, and the delay condition is waited for in step 388 to satisfy the delay condition. After that, the process moves to step S86 and a lock-up release signal Cq' is output. Note that the above-mentioned delay condition may be any suitable conventional one.

In this way, when the engine speed Esp is on a downward trend, the lock-up release signal Cq' is output in synchronization with the shift-up signal output, and the engine speed Esp is
When p is on the rise, the lock-up release signal Cq' is output with a delay from the shift-up signal.

Although the embodiments have been described above, when the electronic control circuit 200 is configured by a microcomputer, it can be configured by either a digital type or an analog type. Also, to find out whether the engine speed is trending upward or downward, it is also possible to look at the acceleration obtained by further differentiating dTSP/dt.
In this case, it is possible to know earlier when the engine speed shifts to an upward trend or a downward trend, which is preferable in terms of improving responsiveness. Furthermore, the engine load can be detected by appropriate means such as intake pressure and the amount of depression of the accelerator pedal, and the engine rotation speed can be detected by the turbine rotation speed, the rotation speed of the engine output shaft itself, or the gear type transmission speed. It can be detected based on the output shaft rotation speed of the mechanism 20, etc.

(Effects of the Invention) As is clear from the above description, the present invention is capable of alleviating shift shock during upshifts while preventing engine over-revving, and provides an extremely excellent shift feeling. can get.

Also, depending on whether the engine speed is increasing or decreasing, control is performed to prevent the engine from racing and to alleviate gear shift shock. Since it is possible to directly know whether or not the control is performed, it is possible to obtain something favorable in terms of ensuring control accuracy.

[Brief explanation of the drawing]

FIG. 1 is an overall configuration diagram of the present invention. FIG. 2 is a diagram showing a cross section of the mechanical part of the automatic transmission and its hydraulic circuit. FIG. 3 is an overall system diagram showing one embodiment of the present invention. FIG. 4 is a diagram showing an example of a speed change diagram. FIG. 5, FIG. 6, FIG. 8, FIG. 10, and FIG. 127 are flowcharts showing examples of control contents of the present invention. FIG. 7 is a diagram showing an example of a shift-up map. FIG. 9 is a diagram showing an example of a shift down map. FIG. 11 is a diagram showing an example of a lockup map. FIG. 13 is a diagram showing the relationship between the lock-up release timing, the engine speed, and the turbine speed when the engine speed is on an upward trend. FIG. 14 is a diagram showing the relationship between the low 2 cup release timing, the engine speed, and the turbine speed when the engine speed is on a downward trend. 1: Engine output shaft 10: Torque converter 14: Torque converter output shaft 15: Lock-up clutch 20: Multi-stage gear transmission mechanism 200: Control unit 201: Cock-up control circuit 202: Shift control circuit 205: Change state detection circuit EN: Engine SLI ~ SL4: Solenoid valve ESP: Engine rotation speed TSP: Turbine rotation speed N shift 7-'l''-CPf and 3shi22Σ2z33?11
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Claims (1)

[Claims] (1) a torque converter connected to an engine output shaft; a gear-type transmission mechanism connected to the output shaft of the torque converter; a lockup mechanism that connects and connects the engine output shaft and the output shaft of the torque converter; A speed change electromagnetic means for controlling the supply of pressure fluid to the fluid type actuator that performs the speed change operation of the gear type transmission mechanism; and a lockup means for controlling the supply of pressure fluid to the fluid type actuator that performs the intermittent operation of the lockup mechanism. and a shift control means for outputting a shift up signal or a shift down signal to the shift electromagnetic means based on a predetermined shift characteristic. lock-up control means for outputting a lock-up signal or a lock-up release signal to the electromagnetic means; rotation speed change state detection means for detecting a state of change in the rotation speed of the engine output shaft; When a shift-up signal is output to the electromagnetic means, if the rotation speed of the engine output shaft is on a downward trend based on a signal from the rotation speed change state detection means, the rotation speed of the engine output shaft is locked in synchronization with the output of the shift-up signal. A lock-up release timing adjustment means for outputting a shift-up release signal and outputting a lock-up release signal later than the output of the shift-up signal when the rotational speed of the engine output shaft is on an upward trend. Characteristic automatic transmission control device.