JPS6184460A - Control device of automatic speed change gear - Google Patents

Abstract

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

Description

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

(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,
Since slipping of the torque converter cannot be avoided, many engines are equipped with a lock-up mechanism to directly connect the engine output shaft and the output shaft of the torque converter in order to improve fuel efficiency. 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 performed by an electronic control device based on predetermined lock-up characteristics.
This is usually done by outputting a lock-up signal or a lock-up release signal to the magnetic means.

In this way, in automatic transmissions having a lock-up mechanism, in order to avoid large shocks caused by shifting while in a lock-up state, Japanese Patent Laid-Open No. 56-3935
As shown in Publication No. 4, even if lockup is in progress, this lockup is temporarily released during gear shifting, and torque fluctuations (difference in engine speed) caused by gear shifting are absorbed by the torque converter. It is commonly practiced. 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. 56-127856, a method of devising such lock-up release timing takes into consideration the fact that up-shifts are often performed during acceleration, and when shifting up, the lock-up release timing is improved. In order to prevent the engine from revving up, a system has been proposed in which a lock-up release signal is output a certain period of time after the shift-up signal is output. In other words, the time lag between the output of the shift-up signal and the actual shift-up (response delay of the transmission hydraulic system) is usually larger than the time lag between the lock-up release signal and the actual lock-up release. If the 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, so if the shift-up is performed during acceleration, the engine will not start up. However, by delaying the lock-up release signal output from the shift-up signal output as in the above-mentioned publication, this engine revving can be suppressed.

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 the term is weakened. 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. However, delaying lock-up release while the engine speed is decreasing means that the drive wheels (
The engine is forced to rotate in the lock-up state due to vehicle inertia (vehicle inertia), which prevents the engine speed from decreasing, resulting in a large difference in engine speed before and after upshifting. In other words, the shift shock becomes large.

(Object of the invention) The present invention has been made in consideration of the above circumstances, and
An object of the present invention is to provide a control device for an automatic transmission that provides better shift feeling by alleviating fa shock and preventing engine revving when a shift door is pressed.

(Structure of the Invention) The present invention basically focuses 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 was done by In other words, when the engine speed tends to increase, at which engine speed is likely to occur, the lock-up release signal output is delayed by the time set by the timer means than the shift-up signal output. When the engine speed is on a downward trend, the lock-up release signal output is shifted so that the engine speed decreases more smoothly and the difference in engine speed before and after upshifting becomes smaller. This is done in synchronization with the up signal output.

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 low two-up mechanism that connects and connects the lock-up mechanism; a speed-changing electromagnetic means that controls the supply of pressure fluid to a fluid-type actuator that performs a speed-change operation of the gear type transmission mechanism; A lockup electromagnetic means for controlling the supply of fluid; a shift control means for outputting a shift up signal or a shift down signal to the shift electromagnetic means based on predetermined shift characteristics; and a predetermined lockup electromagnetic means. A 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 characteristics.

a rotational speed change state detection means for detecting a state of change in the rotational speed of the engine output shaft; Based on this, when the rotational speed of the engine output shaft is on a downward trend, a lock-up release signal is output in synchronization with the output of the shift-up signal, and when the rotational speed of the engine output shaft is on an upward trend, the timer means is activated. The lock-up release timing adjusting means outputs the lock-up release signal after the output of the shift-up signal by a set time.

(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. and an overdrive planetary gear 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 low-up clutch 1 is connected between the converter output shaft 14 and the pump 11.
5 are arranged. This lock-up clutch 15 is always urged in the engagement direction, that is, in the direction of locking up (directly connecting) the engine output shaft 1 and the torque converter output shaft 14, by the hydraulic oil pressure circulating within the torque converter 10. It is maintained in the open state by hydraulic pressure for opening supplied from the outside.

The multi-stage gear transmission mechanism 20 has a front planetary gear mechanism 21 and a rear planetary gear mechanism 22. The sun gear 23 and the sun gear 24 of the rear planetary gear mechanism 22 are connected via a connecting shaft 25. 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 rotatably supporting 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 clutch 54. 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-stage gear transmission mechanism 20 moves forward in a conventionally known manner.
It has a gear stage of 1 gear and 1 reverse gear, and a clutch 27.28
By operating the brakes 30 and 36 as appropriate, the desired gear stage can be obtained. The overdrive planetary gear transmission mechanism 50 includes a direct coupling clutch 54
is engaged and the brake 56 is released, the shaft 14.26
1, the brake 56 is engaged,
When clutch 54 is released it engages shaft 14.26 in 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 1, and the pressure of hydraulic oil discharged from the oil pump 100 into a pressure line lot is regulated by a pressure regulating valve 102 and guided to a select valve 103. The select valve 103 is ■,? , D, N, R, P, and when the select valve 103 is in the 1.2 and D positions, the pressure line 101 is connected to the boat a of the select valve 103.
, b, and c. Bow)a is connected to the actuator 104 for operating the rear clutch 28, and the valve 103
is in the above-mentioned position, the rear clutch 28 is in the engaged state
It is held at 9.

Boat a is also connected near the right end of the 1-2 shift valve 110, pushing its spool to the right in the figure. Boat a further receives 1 via the first line L1.
- 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 324 shift valve 130 via the third line L3. has been done.

The first, second and third lines L1, L2 and L
3, the first, second and third drain lines DL1.3, respectively. DL2 and DL3 are branched, and first, second, and third solenoid valves SLI, SL2, and SL3 are connected to these drain lines DL1 and DL2.0L3 to open and close the drain lines DLI, DL2, and DL3. has been done. When the solenoid valves SLI, SL2, and SL3 are energized while the line 101 and boat a are in communication, they close the respective drain lines DLL, DL2, and DL3, and as a result, the inside of the cylinder 1, second, and third lines is pressure is increasing.

Boat b is also connected to second lock valve 105 via line 140, and this pressure acts to push the spool of 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. . Boat c is connected to second lock valve 105, and this pressure acts to push the spool of valve 105 upward. Furthermore, boat c is connected to a 2-3 shift valve 120 via a pressure line 106. this line 1
06 is the solenoid valve SL2 of the second drain line DL2
is energized to increase the pressure in the second line L2, 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 3o, 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 line 107 is also conducted to front clutch 2 rear actuator 109 to engage this clutch 27.

The select valve 103 is connected to the pressure line 101 in the ■ position.
has a boat d leading to the line 11.
2 to reach the 1-2 shift valve 110, and then line 1
13 and is connected to the 7 actuator 114 of the rear brake 36. The l-2 shift valve 11O and the 2-3 shift valve 120 are operated by solenoid valves SLL and S by a predetermined signal.
When L2 is energized, the spool is moved to switch lines, thereby operating a predetermined brake or clutch, and performing a 1-2, 2-3 speed change operation, respectively. In addition, the hydraulic control circuit GK includes a cut header valve 115 that stabilizes the hydraulic 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 slow 2 A throttle backup valve 117 is provided to assist the torque valve 116.

Further, the hydraulic control circuit CK of 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 overdrive planetary gear transmission mechanism 50. 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 3-4 shift valve is also
Similar to the 2.2-3 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 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 bow of the select valve 103 via the line L4
is communicated with. A drain line DL4, which is provided with a solenoid valve SL4 like the drain lines DLL, DL2, and DL3, branches off from this line L4. The lock-up control valve 133 is configured such that when the solenoid valve SL4 is energized, the drain line DL4 is closed, and the pressure in the line L4 is increased, the spool cuts off the lines 123 and 124, and the line 124 is drained and the lock-up control valve 133 is activated. The clutch 15 is moved in the operating direction.

In the above configuration, the operational relationship between each gear, lockup, and each solenoid, and the operational relationship between each gear and clutch and brake are shown in Table 1 below. An example of a control device for an automatic transmission aAT according to the present invention, which controls a hydraulic control circuit CK associated with an AT to perform shift control and lock-up control, is an example of a control device for an automatic transmission aAT in which the automatic transmission AT is incorporated. Shown with

In FIG. 3, a control 22) 200 is a lock-up control circuit 201 that performs lock-up control on 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 T and therefore the turbine rotational speed TSP is detected by the turbine rotational speed sensor TS attached thereto, and the throttle valve 204 provided in the intake passage 203 of the engine EN is detected by the throttle valve 204. The engine load sensor LS detects the 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 TH 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 When SP/dt>0, it is assumed that there is an upward trend, and when dTSP/dt≦O, it is assumed that there is a downward trend, and the signal Sp that indicates whether it is in an upward trend or a downward trend is.

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, SL2 of the hydraulic control circuit CK.
Control to output to SL3 and selectively excite them in the manner shown in Table 1 to shift the gear position of the automatic transmission aAT 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 2 of the control unit l-200
01, as in the case of the above-mentioned speed change control circuit 202, the information transmitted by the turbine rotation speed St from the turbine rotation speed sensor TS, the throttle opening signal Sn from the engine load sensor LS, and the driving mode signal is, for example, A calculation is made as to whether lock-up or lock-up should be released by comparing the lock-up operation line and lock-up release line of the shift map, which are predetermined based on the turbine speed-engine load characteristics as shown in FIG. 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 CK.

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
When the shift-up shift line shown in the figure is exceeded, the shift-up signal Cp is immediately sent from the shift control circuit 202 to the first, second, and third solenoid valves ASLI, SL2, and SI of the hydraulic control circuit CK. , 3.

At this time, if the change state detection circuit 205 outputs a signal to the lock-up control circuit 201 indicating that the engine speed Esp is on an increasing trend (dTSP/dt > 0), as shown in FIG. , the lock-up release signal Cq' from the lock-up control circuit 201 to the fourth solenoid valve SL4 is output for a certain period of time (for example, 100
m5e-c~200 m m set ) is output at a delayed time t2. 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≦0), the lock-up release signal Cq' becomes the shift-up signal C, as shown in FIG.
It is output in synchronization with p (at time tl). 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 a case where you intentionally release the accelerator pedal to shift up at a time that suits your will (by intentionally reducing the throttle opening TH and changing the shift-up operation line in Figure 4). ).

Of course, in both cases where the engine speed is increasing or decreasing, the lock-up operating state is returned at time t3.

The control unit 200 that performs the above-mentioned control can be configured by, for example, a microcomputer, and the operating program of the microcomputer that configures the control unit 200 is 1, for example, as shown in FIGS. 5 to 12.
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 Sl. 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 the "l range". When the shift range is in the 14l range', the lock-up is released in step S4, and then in step S5 it is calculated whether or not the engine will overrun by downshifting to first gear. When it is determined in step S6 that an overrun occurs, the shift valve is controlled to shift the gear transmission mechanism 20 to the second speed in step S7. 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 the "l range" in step S3, it is determined in step S9 whether the shift range is the "2 range". When the shift range is "°2 range", the lockup is released in step 510, and then the gear is shifted to the second speed in step Sll.On the other hand, the shift range is set to "2 range" in step S9.
If it is determined that this is not the case, it indicates that the shift range is in the D range after all, and in this case, the shift up control in step S12 and step SL3, which will be described later, are
Shift-down control at step 514 and lock-up control at step 514 are performed in sequence.

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

Shift-up control Subsequently, 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 the read gear position, it is determined in step 521 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. The current turbine rotation speed TSP' is the set turbine rotation speed TS shown on the shift line Mfu in relation to the throttle opening.
Determine whether it is greater than PI.

The current turbine rotation speed TSP' is the throttle opening TH
When the above-mentioned set turbine rotation speed TSP is larger in relation to the above, in step S26, the flag 1 for upshifting by one stage is read out, and it is determined whether the read flag 1 is O or 1, that is, whether it is in the reset state. Determine whether it is in the set state. Flag 1 is changed from 0 to 1 when a 1st gear upshift is executed.When flag 1, which stores the 1st gear upshift state, is in the reset state, after flag l is set to 1 in step S27. , an upshift is performed in step S87, and the first-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 directly completed.

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. Furthermore, when it is determined in step S25 that the current turbine rotation speed TSP' is not larger than the set turbine rotation speed TSPI indicated by the shift line M f u + in relation to the throttle opening TH, in step S29 TSP, For example, by multiplying by 0.8, a new set turbine rotation speed TSP2 is set on the new shift line Mfuz shown by the broken line in FIG. It is determined whether or not it is larger than the set turbine rotation speed TSP2 indicated by Mfu2, and if TSP2 is larger than TSρ', 7 is set in step S31.
Reset the lug l to prepare for the next cycle, and conversely reset the TS
If TSPz is not larger than P', then
Shift to downshift control.

Shift down 1' Shift down control (step 513 in Figure 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 degree TH is read in step S42, and then step S43
FIG. 9 shows an example of the shift-down map in which data TSP of the shift-down map corresponding to the read throttle opening TH is read out. Next, in step S44, the current turbine rotation speed TSP' is read, and this turbine rotation speed TSP' is compared with the set turbine rotation @TSP, which is the data of the shift down map read above, and the current turbine rotation speed TSP' is determined. is the shift down shift line Mfdl in relation to the slow 2 torque opening TH.
In step 345, it is determined whether or not the set turbine rotation speed TSP is smaller than the set turbine rotation speed TSP.

When the current turbine rotation speed TSP' is smaller than the above-mentioned set turbine rotation speed TSP, in step 546, 7 lag 2 for downshifting by one stage is read out, and flag 2 is changed from O to 1 when downshifting by one stage. It is something that

Next, it is determined whether this flag 2 is 0 or 1, that is, whether it is in a reset state or a 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 348.
Completes 1st stage downshift control.

If it is determined in step S46 of E that the flag 2 is set, it means that downshifting is not possible, and the control is then completed.

In addition, in step S45, if 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 blue, a shift is performed according to the current throttle opening. The map is read, and in step S49, the set turbine speed TSPs shown on the shift line Mfd of this map is multiplied by, for example, 110.8, and a new set turbine speed TSP2 on the new shift line Mfd is set to 0. Then,
At Sten 7'S50, the current turbine rotation aTSP' is set to the set turbine rotation speed TS indicated by the shift line Mf d2.
When it is smaller than P2, the control is completed as it is, and when it is not smaller, the flag 2 is reset to O in step S51, the control is completed, and then the lock-up control is performed.

In addition, in the shift-up speed change control and shift-down speed change control explained above, when a speed change is not performed,
The reason for creating hysteresis by multiplying the map's shift line by 0.8 or 110.8 to create a new shift line is to create hysteresis when the engine speed and turbine speed are at the critical speed for shifting, and gear shifts are performed frequently. This is to prevent chattering from occurring due to

3-12! Next, lock-up control will be explained with reference to FIG. 10 (step 514 in FIG. 5).

First, in the lock-up control, after reading the current throttle opening TH' in step S61, in step 362, a lock-up OFF map, that is, a shift line Moff ( From the map showing the set turbine rotation speed TSP corresponding to the throttle opening (see Figure 11)
, is read out. Next, in step S63, the current turbine rotation speed TSP' is read, and in step 364, the read current turbine rotation speed TSP' is compared with the lock-up OFF map to determine the current turbine rotation speed TSP'.
It is determined whether SP' force 1 is larger than the set turbine rotation speed TSPI indicated by the shift line MOFF. The current turbine rotation speed TSP' is the set turbine rotation speed TSP
If it is smaller than I, 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 TSP+, step S66
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 TSP2
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 TSP2 is larger than TSP', a lockup is activated in step 368 and the process ends, while if TSP2 is not larger than TSP', the process ends.

Adjustment of the output timing of the lock-up release signal when the shift-up signal is output during the lock-up operation is performed by the subroutine shown in FIG.

First, in step S8L, the contents of step 828 (see FIG. 6) are read. Next, in Stella 2S82, it is determined whether or not the content read in step S81 is an upshift, and if it is not an upshift, the control is immediately terminated. 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 S84 that the lock-up is activated, in step 585, it is determined whether or not the engine rotational speed Esp is on a downward trend, that is, d T SP / d t
It is determined whether ≦O. If this engine rotation and number Esp have a downward trend, that is, dT SP/dt
If ≦O, a lockup release signal Cq' is output in step S86. Also, d T SP/d
If t≦0, that is, if the engine speed Esp is on the rise, a timer (a certain period of time) is set in step S87, and this time is set in step 38B. Wait for the set time to elapse, and after the set time has elapsed, proceed to step 386 to send the lock-up release signal C.
Output q′.

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 predetermined time delay after the shift-up signal.

Although the embodiments have been described above, the electronic control circuit 200
When configured by a microcomputer, it can be configured either digitally or analogously. In addition, to find out whether the engine speed is increasing or decreasing, it is also possible to look at the acceleration obtained by further differentiating dTSP/dt; in this case, if the engine speed is increasing The 11ν period in which a trend or a downward trend shifts can be known early, 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 can reliably prevent the engine from revving up during upshifts and reliably alleviate the shift shock, resulting in an extremely improved shift feeling. You can get something excellent.

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.

Further, since the delay time from the output of the shift-up signal to the output of the lock-up release signal is set by the timer means, the configuration for managing this delay time can be made simple and inexpensive.

[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. 12 are flowcharts showing examples of control contents of the present invention. FIG. 7 is a diagram showing an example of a shift door and a 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 the rise. FIG. 14 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 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: Lock-up control circuit 202: Shift control circuit 205: Change state detection circuit EN: Engine SLI ~SL4: Solenoid valve Esp: Engine rotational speed TSP: Turbine rotational speed 7-ton 匣I云閑疡Tsp(rp□. Figure 11?, ''-513 Figure ○ ~ Chair shield (↑) Figure 14 p-1 reed 1 (t)

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. an electromagnetic means; 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; a lock-up control means for outputting a lock-up signal or a lock-up release signal to the lock-up electromagnetic means; a 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 speed-changing 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 speed change is synchronized with the output of the shift-up signal. A lock-up release timing for outputting a lock-up release signal with a delay of a time set by a timer means than the output of the shift-up signal when the rotational speed of the engine output shaft is on an upward trend. A control device for an automatic transmission, comprising: an adjusting means;