JPS6184462A - 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 by a time set corresponding to engine load if the rotation al 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 operate 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 speed change electromagnetic means D. In this case, when 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 as a time corresponding to engine load 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 prevents the engine from blowing during upshifts and reduces gear shifting. It is something.

(Prior Art) Generally, as a dynamic transmission, one constructed 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 slippage 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 7 to 7 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 usually performed by an electronic control unit outputting a lock amplifier signal or a lock-up release signal to the lock-up TLrji means based on predetermined lock-up characteristics. It is.

In this way, in an automatic transmission having a lock-up mechanism, in order to avoid a large shift caused by shifting in a lock-up state, as shown in Japanese Patent Application Laid-Open No. 56-39354, a lock-up mechanism is used. During gear shifting, control is generally performed in which this lock-up is temporarily released so that torque fluctuations (differences in engine speed) caused by gear shifting are absorbed by the torque converter. 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 this 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 amplifier signal and the actual upshift (response delay of the gear shifting hydraulic system) is usually larger than the time lag between the lock-up release signal and the actual lock-up release. 7-. If the lock-up 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. Therefore, if the shift-up is performed during acceleration, the engine However, by delaying the output of the lock-up release signal from the output of the shift-up signal as in the above-mentioned publication, this engine rev-up can be suppressed.

However, as mentioned above, if the lock-up release signal output is simply made to take a certain period of time longer than the shift-up signal output, depending on the driving mode or engine load during up-shifting, the shift shock may become large or engine racing may still occur. Sometimes I see the problem of being left behind.

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 release of lock-up while the engine speed is decreasing means that the drive wheels (inertia of the vehicle) force the engine to rotate in the locked-up state. This results in a large difference in engine speed before and after the upshift, ie, a large shift shock. Additionally, in automatic transmissions, the line pressure usually changes depending on the throttle opening, that is, the engine load, which causes a difference in the response delay time from the output of the upshift signal to the actual upshift. On the other hand, the response delay time from the output of the lock-up release signal to the actual release of the lock-up is approximately constant because the line pressure of the torque converter is assumed to be approximately constant from the viewpoint of transmission efficiency. If the delay time of the lock-up release signal output is made constant as stated in the publication, it is virtually impossible to compensate for the difference in response delay time until the actual upshift as mentioned above, and the engine Since the degree of engine revving differs depending on the load, it is virtually impossible to reliably prevent engine revving during shift amplifier operation.

(Aspect 1 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 reliably alleviating shift shock and preventing engine over-revving when shifting up.

(Structure of the Invention) Basically, the present invention is based on the fact that it is possible to accurately know whether engine revving occurs or not by observing the state of change in engine speed during upshifting. It was done orally. In other words, when the engine speed at which engine revs tend to occur tends to rise, the lock-up release signal is output a predetermined time later than the shift-up signal output, while the engine speed at which engine revs do not occur When the engine speed is on a downward trend, the lock amplifier release signal output is changed to the shift-up signal output so that the engine speed decreases more smoothly and the difference in engine speed between before and after the upshift is reduced. This should be done synchronously. The predetermined time, ie, the delay time for outputting the lock-up release signal, is set to a length corresponding to the engine load in order to cope with engine revving depending on the engine load.

Specifically, as shown in FIG. 1, a torque converter connected to an engine output shaft; 1 a gear type transmission mechanism connected to the output shaft of the torque converter; and an output between the engine output shaft and the torque converter. a lock-up mechanism that connects and connects the lock-up mechanism with the shaft; 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; and a pressure fluid that controls the supply of pressure fluid to a fluid-type actuator that performs an intermittent operation of the lock-up mechanism. a lock-up electromagnetic means for controlling the supply of the gear, a shift control means for outputting a shift amplifier signal or a shift-down signal to the shift electromagnetic means based on a predetermined shift characteristic, and a predetermined lock-up characteristic. 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 lock-up electromagnetic means; a rotation speed change state detection means for detecting a state of change in the rotation speed of the carrot output shaft; and a condensation state. When a shift-up signal is output to the electromagnetic means for speed change +iη in , the rotational speed change state! Based on the signal from the black detection means, ``When the rotation speed of the engine output shaft is on a downward trend, a lock-up release signal is output in synchronization with the shift amplifier signal output, and the rotation speed of the engine output shaft increases. lock-up release timing adjusting means for outputting a lock-up release signal with a predetermined time delay from the shift amplifier signal output when there is a tendency;
and timer means for setting the predetermined time period according to the engine load.

(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 an engine output shaft l, a turbine 12 disposed opposite the pump 11, and a stator 13 disposed between the pump 11 and the turbine 12. is connected to the converter output shaft 1°4. 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 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 hydraulic oil pressure circulating within the torque converter 10, and is also urged from the outside. It is maintained in the open state by supplied hydraulic pressure for opening.

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. 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 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 103. The select valve 103 selects the shift positions 1, 2, D, N, R, and P, and when the select valve 103 is at the 1.2 and D positions, the pressure line 101 is connected to port a of the select valve 103.
, 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.

Bow) a is also connected near the outer end of the l-2 shift valve 110, forcing its spool to the right in the figure. Port a is further connected to l 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 3-4 shift valve 130 via the third line L3. has been done.

The first, second and third lines LL, L2 and L
First, second, and third drain lines DLI, DL2, and DL3 are branched from the drain line 3, respectively. First, second and third solenoid valves SL1. Sn2 and Sn2 are connected. The above solenoid valve SL1. When SL2 and Sn2 are energized while the line 101 and port a are in communication, they close each drain line DL1, DL2, and DL3, thereby increasing the pressure in the first, second, and third lines. It has become.

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,
This pressure acts to push the spool of the valve 105 upward. Additionally, port C is connected to a 2-3 shift valve 120 via pressure line 106. This line 106 is connected to the solenoid valve S of the second drain line DL2.
When L2 is energized and the pressure in second line L2 is increased and this pressure moves the spool of 2-3 shift valve 120 to the left, it communicates with line 107. Line 107 connects the actuator 10 of the front brake 30
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 pressure chamber. Also,
The pressure in line 107 is also directed to the cutout 109 of the forward clutch 27, causing this clutch 27 to engage.

The select valve 103 is connected to the pressure line 101 in one position.
and has a port d leading to 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 1-2 shift valve 110 and the 2-3 shift valve 120 operate solenoid valves SL1 and S in accordance with a predetermined signal.
When n2 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. Further, the hydraulic control circuit GK includes a cutback 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 throttle valve 11.
A throttle back-up valve 117 is provided to assist 6.

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 engagement side pressure chamber of the 7-cut unit 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
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 7-cut unit 132 of the brake 56 disappears, and the brake 56
The actuator 134 of the clutch 54 operates in the engaging direction, and the actuator 134 of the clutch 54 releases the clutch 54.

Further, the hydraulic control circuit CK of this example is provided with a lock amplifier control valve 133.
33 is the port a) 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 DL1, DL2, and DL3, branches off from this line L4. When the solenoid valve SL4 is energized, the drain line DL4 is closed, and the pressure in the line L4 increases, the lock amplifier control valve 133 cuts off the spool from the lines 123 and 124, and drains the line 124. The up clutch 15 is moved in the operating direction.

In the above-H configuration, the operational relationship between each gear stage, lockup, and each gear/id, and each gear stage and clutch,
The operating relationships of the brakes are shown in Tables 1 to 3 below.

Table 1, Table 2, and FIG. 3 show that 1. Automatic transmission AT according to the present invention that performs shift control and lock-up control
An example of a control 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 on 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 engine EN
A throttle opening TH of a throttle valve 204 provided in an intake passage 203 is detected by an 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 depends on the vehicle speed and the throttle opening TH.
are handled as information corresponding to each 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
When the change rate of P is dTSP/dt>0, it is assumed to be in an upward trend, and when dTSP/dt≦0, it is assumed to be in a downward trend.The signal Sp indicating whether it is in an upward trend or a downward trend can be locked. It is output to the amplifier control circuit 201.

The speed change control circuit 202 of the control unit 200 receives a turbine rotation speed signal St from two consecutive turbine rotation speed sensors TS, a throttle opening signal Sn from an engine load sensor LS, and a driving mode sensor (not shown) that detects a driving mode. Calculate whether or not to shift by comparing the obtained information with the shift-up shift line and shift-down shift line of the shift map, which are predetermined based on the turbine speed-engine load characteristics shown in FIG. 4, for example. I do. 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 and SL2 of the hydraulic control circuit CK.
, SL3, and selectively energize them in the manner shown in Table 1 to shift the automatic transmission aAT to an upper gear (upshift) or a lower gear (downshift). , and outputs a shift-up signal Cp or a shift-down signal Cp' to the lock-up control circuit 201.

In addition, the lock-up control circuit 20 of the control 22) 200
1, as in the case of the above-mentioned speed change control circuit 202, the turbine rotation speed sensor TS and the turbine rotation speed S
t, the throttle opening signal Sn and the driving mode signal from the engine load sensor LS are 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 actuation line and the lock-up release line are compared to calculate whether lock-up or lock-up should be released. Then, depending on 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 C, p/, 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, but the present invention is particularly characterized by the lock-up release timing when the gear is shifted up in the lock amplifier 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
If the upshift line shown in the figure is exceeded, the shift control circuit 202 immediately sends the shift amplifier signal Cp to the first shift line of the hydraulic control circuit CK. Second and third solenoid valves ASLI, SL2. Output to SL3.

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), a multi-function process is performed as shown in FIG. The lock-up release signal Cq' for the fourth solenoid valve SL4 is output from the lock-up control circuit 201 at time t2, which is delayed by a predetermined time from time t1 at which the shift-up signal Cp is output. And this predetermined time (delay time)
is set as a length according to the engine load. Thereby, the engine revving mode corresponding to the engine load can be dealt with and the engine revving can be reliably prevented.

In addition, the engine speed Esp has a downward trend (dTSP
/dt≦0), as shown in FIG.
The lockup release signal Cq' is the shift amplifier signal c
It is output in synchronization with p (at time 1...Jin). 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 between the engine speed Esp before and after the upshift becomes small, and the shift shift 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 desired vehicle speed is reached during acceleration, as is often done by experienced drivers. Therefore, there may be a case where you intentionally release the accelerator pedal to shift up at a time that suits your will (intentionally reducing the throttle opening TH to shift up as shown in Figure 4). Operate the accelerator so as to exceed the up operating line).

Of course, in both cases where the engine speed is increasing or decreasing, the lock-up state IE is returned at time t1.

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.

±Jb匪1 FIG. 5 shows an overall flowchart of the speed change control. 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 1st speed and the lock-up clutch 15 to release. . After this, various working areas of the control unit 200 are initialized and the process is completed.

Next, in step S2, the digit 1δ of the select valve 103, that is, the shift range is read. Then, in step S3, it is determined whether or not the read shift range is in the "L range °°". If the shift range is in the "lunge °°", the lockup is released in step S4, and then in step S5, Calculate whether or not the engine will overrun by downshifting to 1st 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 shifting failure.

If the shift range is not "1 range" in the steer 7'S3, it is determined in step S9 whether the shift range is "2 range". If the shift range is "2 range", it is determined in step S9. The lock-up is released, and then the gear is shifted to the second speed in step Stt.

On the other hand, the shift range in Stella 7'S9 is "2 range °1
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 312 and step 513, which will be described later, are
Shift-down control in step S14 and lock-up control in step S14 are performed in sequence.

As described above, step 57. S8, S11.51
When step S4 is completed, the process returns to step S2, and the above-described routine is repeated.

Shift-up system' Then, the shift-up system m (step 51 in FIG.
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 first gear position, the current fourth gear position is determined in step 521.
It is determined whether the speed is high or not. When not in 4th gear,
In step S22, the current throttle opening TH' is read, and in step S23, data TSPI of the shift-up map corresponding to the throttle opening is read. An example of this shift map is shown in FIG. Next, in step S24, the current turbine rotation speed TSP' is read out, and this current turbine rotation speed TSP' is compared with the data TSP of the shift-up map read above, and in step S25, the current turbine rotation speed TSP' is It is determined whether or not the set turbine rotation speed TSP indicated by the shift line M f u + is greater than the set turbine rotation speed TSP in relation to the opening degree.

The current turbine rotation speed TSP' is 1r5 at throttle opening.
The above set turbine rotation speed TS in relation to T H
When the flag 1 is larger than P, the flag 1 for shifting up by one stage is read out in step S26, and it is determined whether the read flag 1 is O or I, that is, whether it is in the reset state or the set state. Flag 1 is changed from 0 to 1 when a 1st gear upshift is executed. When flag l, which stores the 1st gear upshift state, is in the reset state, flag 1 is changed to 1 in step S27. After this, shift amplification is performed in step 587 to complete the one-stage shift up control.

In step 326, if the determination as to whether the flag l in the one-stage shift amplifier 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, 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 For example, by multiplying by 0.8, a new set turbine rotation speed TSP2 on a new shift line Mfu2 shown by a broken line in FIG. 7 is set. Next, in step 530, it is determined whether the current turbine rotation speed TSP' is larger than the set turbine rotation speed Tsp2 indicated by the speed change number Mfu2,
If TSP2 is larger than TSP', flag 1 is reset in step S31 to prepare for the next cycle; on the other hand, if Tspz is not larger than TSP', then shift down control is performed. do.

Shift down, 11' The shift down control (step 513 in Fig. 5) is
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 shift door and shift door control. Next, based on the read gear position, it is determined in step S4L whether or not the vehicle is currently in the first gear. If it is not the first speed, step S42
After reading out the throttle opening TH, step S4
In step 3, data TSP of the shift town map corresponding to the read throttle opening TH is read out. An example of this shift down map is shown in FIG. Next step S44
The current turbine rotation speed TSP' is read out, and this turbine rotation speed TSP' is compared with the set turbine rotation speed TSP, which is the data of the shift down map read above, to determine whether the current turbine rotation speed TSP' is the throttle opening. In relation to TH, the downshift shift line Mf d,
In step 345, it is determined whether or not the set turbine rotation speed TSP is smaller than the set turbine rotation speed TSP.

If the current turbine rotation speed TSP' is smaller than the set turbine rotation speed TSPI, step 546
Read flag 2 for gear shift down. 7 lag 2
is changed from O to 1 when downshifting by one gear.

Next, it is determined whether this flag 2 is O 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 347.
and downshifts by one step in step 348.
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.

In addition, in step S45, when it is identified that the current turbine rotation speed TSP' is not smaller than the set turbine rotation speed TSP shown in the first-stage downshift shift line Mfd1, a shift down according to the current throttle opening is determined. The map is read out, and in step 349, the set turbine rotation speed TSP indicated on the shift line Mfdl of this map,
is multiplied by, for example, 1108 to set a new set turbine rotation speed TSP2 on the new shift line Mfd2. Next.

In step 350, the current turbine rotation speed TSP' is set to the set turbine rotation fi indicated by the shift line Mf c12.
When it is smaller than T SP2, the control is completed as is, and when it is not smaller, flag 2 is reset to 0 in step S51, the control is completed, and then the transition is made to long amplifier 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,
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

“Yu”” Buddha O! 254 Next, lock-up control will be explained with reference to FIG. 10 (step SL4 in FIG. 5).

First, in the lock-up control, after reading the current throttle opening TH' in step S61, in step S62, a lock-up OFF map, that is, a shift line Moff used for control to turn the lock-up into an OFF (released) state From the map showing (see Figure 11), the set turbine rotation speed TSP corresponding to the throttle opening
Read I. Next, in step S63, the current turbine rotational speed TSP' is read, and in step S64, the read current turbine rotational speed TSP' is compared with the lock alarm OFF map, and this current turbine rotational speed TSP' is determined. It is determined whether or not the set turbine rotation speed TSP is greater than the set turbine rotation speed TSP indicated by the shift line MOFF. The current turbine rotation speed TSP' is the set turbine rotation speed TSP
, the long-up is canceled 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, in step S66, the lockup ON map, that is, the lockup is turned off.
Shift line M used for control to bring the N (operating) state
Another set turbine rotation speed TSP2 corresponding to the throttle opening TH is read from the map showing an (see FIG. 11), and then in step S67, the current turbine rotation speed TSP' is higher than the set turbine rotation speed TSP2. It is determined whether or not it is large. Then, TSP2 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 directly.

The adjustment of the output timing of the lock amplifier release signal when the shift up signal is output during the long up operation of the shift amplifier lI' is carried out by the subroutine shown in FIG.

First, in step 581, the contents of step 528 (see FIG. 6) are read. Next, in step S82, 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 S84, it is determined whether or not the lock-up is activated, and 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 operation state is present, 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, the long-up release signal Cq is set in step S86.
' is output. Further, if dTSP/dt≦0, that is, if the engine rotation fiE SP is on an upward trend, a delay time T proportional to the throttle opening, that is, the engine load is set in step S87. Then, in step S88, the controller waits for the set time T to elapse, and after the set time [IT has elapsed, the process moves to step S86 and outputs the lock-up release signal Cq'.

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 carrot rotation fi E
When SP tends to rise, a lock-up release signal Cq' is output after a length corresponding to the engine load 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 outward or downward, you can look at the acceleration obtained by further differentiating dTSP/dt.
in this case.

It is possible to know early when the engine speed shifts to an increasing trend or a decreasing trend, which is preferable in terms of 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 speed can be detected by the turbine speed, the speed of the engine output shaft itself, or the gear type transmission mechanism. It can be detected by the output shaft rotation speed of 20, etc.

(Effects of the Invention) As is clear from the above, the present invention is capable of reliably preventing engine revving and reliably alleviating shift shock during upshifts, and resulting in an extremely improved shift feeling. You can get something excellent.

Also, depending on whether the engine speed is on an upward trend or a downward trend, control is performed to prevent engine over-revving and to alleviate gear shift shock.In other words, gear changes that would cause engine over-rev are performed. Since it is possible to directly know whether or not this is the case, it is possible to obtain something favorable in terms of ensuring control accuracy.

In particular, in the present invention, since the delay time for outputting the lockup release signal is set in accordance with the engine load related to the manner in which the engine revs up, this engine revving can be effectively prevented.

[Brief explanation of drawings]

FIG. 1 is an overall configuration diagram of the present invention. FIG. 2 is a diagram showing a cross section of a mechanical part of an 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. :TS7 Figure is a diagram showing an example of a shift up map. 91M is a diagram showing an example of a shift down map. FIG. 11 is a diagram showing an example of a Ronquan map. FIG. 713 is a diagram showing the relationship between the lock amplifier 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 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 amplifier franchise 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 to SL4: Solenoid valve ESP: Engine speed TSP: Turbine speed 7-C1,: °> Recovery collection Tsp (rpm) 50 Fig. 6 Fig. 7 Fig. 8 Fig. 10 Fig. 130 Shift) 7 -'4"C9" and 222≦3=22 and 2≧?
, 1.13 Time gap (↑) Fig. 14 ↑1 ↑3 Time (tl

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 adjusting means for outputting a lock-up release signal with a predetermined time delay from 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: timer means for setting the time to a length depending on the engine load;