JPS6184465A - Control device of automatic speed change gear - Google Patents

Abstract

PURPOSE:To prevent a speed change shock by outputting a lock up release signal in synchronization with generation of a shift up signal or delaying the outputting of the lock up release signal according to results of comparison between a detection value and a designated value of engine load 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 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 engine load detection means G, if engine load is smaller than a designated value, a lock up release signal Cq' is output in synchronization with outputting of the signal CP, and if it is larger than the designated value, outputting of the lock up release signal Cq' is delayed by lock up release timing adjust means F.

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 to 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 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 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 order to avoid large shocks caused by shifting gears in a lock-up state in automatic transmissions having a lock-up mechanism, the J-speed automatic transmission has a lock-up mechanism.
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, assuming that lock-up is released continuously during gear shifting, and to obtain even better shifting feeling. ing.

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-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 rev 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. This shows a favorable phenomenon in which the shift shock becomes smaller (shift shock becomes smaller). 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
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 basically been made with the focus on the fact that it is possible to know whether or not the engine will rev up by looking at the magnitude of the engine load at the time of upshifting. It is something. In other words, when the engine load at which engine rev-up is likely to occur is larger than a predetermined value, the lock-up release signal is output later than the shift-up signal output, while the engine load at which engine rev-up does not occur is set at a predetermined value. When it is smaller than the value, the lock-up release signal is output in synchronization with the shift-up signal output so that the engine speed decreases smoothly and the difference in engine speed between before and after the shift-up is small. It's Nishide.

Specifically, as shown in FIG. 1, there are: a torque converter connected to the engine output shaft; a gear type transmission mechanism connected to the output shaft of the torque converter; and an output of 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 lockup electromagnetic means for controlling the supply of the gearshift electromagnetic means, a shift control means for outputting a shift up signal or a shiftdown 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; engine load detection means for detecting whether the engine load is greater than a predetermined value; and lock-up state. When a shift-up signal is output to the gearshift electromagnetic means, if the engine load is smaller than a predetermined value, the lock-up is released in synchronization with the output of the shift-up signal based on the signal from the engine load detection means. The lock-up release timing adjustment means outputs a signal, and outputs a lock-up release signal later than the output of the shift-up signal when the engine load is greater than the predetermined value.

(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 street car 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. A converter output shaft 14 is coupled to the converter output shaft 14 . 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 fluid pressure circulating in the torque converter 1O constantly biases the engine output shaft 1 and the torque converter output shaft 14 in the direction of lock-up (direct connection), and the release 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.

It is connected to the connecting shaft 25 via the front clutch 27 and to the internal gear 29 of the front stage planetary gear mechanism 21 via the rear clutch 28. A front brake 30 is provided between the connecting shaft 25, that is, the sun gear 23, 24, and the transmission case. The planetary carrier 31 of the front planetary gear mechanism 21 and the internal gear 33 of the rear planetary gear mechanism 22 are connected to an output shaft 34, and a rear brake 36 is connected between the planetary carrier 35 of the rear planetary gear mechanism 22 and the transmission case. A one-way clutch 37 is provided.

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 0, 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 a desired speed by appropriately operating the clutches 27, 28 and brakes 301, 36. The overdrive planetary gear transmission a' structure 50 is 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 fiAT described above includes a hydraulic control circuit GK as shown in FIG. This hydraulic control circuit C
K has an oil pump 100 driven by an engine output shaft l, and hydraulic oil discharged from this 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 shift positions 1, 2, D, N, R, and P, and when the select valve 103 is in the 1.2 and D positions, the pressure line lot is connected to port 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 10
3 is in the above-mentioned position, the rear clutch 28 is held engaged.

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 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.

The first, second and third lines LL, L2 and L
First, second, and third drain lines DLL, DL2, and DL3 are branched from the drain lines DLI, DL2, and DL3, respectively, and these drain lines DL1. First, second, and third solenoid valves SLI, SL2, and SL3 are connected to open and close DL2 and DL3. The above solenoid valve SL1. When SL2 and SL3 are energized while the line 101 and port a are in communication, they close the respective drain lines DLI, 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. . 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 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 led to the seventh clutch 1O9 of the front clutch 27, causing this clutch 27 to engage.

The select valve 103 is connected to the pressure line lot in the 1 position.
has a boat d leading to the line 11.
2 to reach the l-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 are operated by solenoid valves SL1. S
When L2 is energized, the spool is moved to switch lines, thereby operating a predetermined brake or latch, and performing a 1-2, 2-3 speed change operation, respectively. In addition, the hydraulic control circuit CK includes a so-called pressure valve 102.
Car/dock valve to stabilize oil pressure from 115.
A vacuum throttle valve 116 that changes the line pressure from the pressure regulating valve 102 according to the magnitude of intake negative pressure, and a throttle backup valve 1 that assists the throttle valve 116.
17 are provided.

Further, the hydraulic M control circuit CK of this example is provided with a 3-4 shift valve 130 and an actuator 132 in order to control the clutch 54 and brake 56 of the overdrive planetary gear transmission mechanism 50. 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. Similarly to the 1-2.2-3 shift valves 110 and 120, this 3-4 shift valve also moves downward when the solenoid valve SL3 is energized, and the pressure line 101 and line 122 are cut off, and 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
actuator 134 of the clutch 54 releases 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. 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 stage, lockup, and each solenoid, and the operational relationship between each gear stage and clutches and brakes are shown in Table 1, Table 1, Table 2, and Figure 3 below. An example of the control 2a device for an automatic transmission AT according to the present invention, which controls a hydraulic control circuit GK associated with the AT to perform speed change control and lockup control, is an example of a control 2a device for an automatic transmission AT in which the automatic transmission aAT is incorporated. Shown with EN.

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 aA
The torque converter 1 of T < - the rotational speed of the output shaft 14 of the motor 10, therefore, the turbine rotational speed TSP is detected by the turbine rotational speed sensor TS attached thereto, and the engine E
N(7) Throttle valve 20 provided in the intake passage 203
The throttle opening degree TH of 4 is detected by the engine load sensor LS.

The turbine rotation speed signal St obtained from the turbine rotation speed sensor TS is output to the lockup control circuit 201 and the speed change control circuit 202, and is also output to the engine load sensor L.
A throttle opening signal Sn obtained from S is supplied to a lockup control circuit 201 and a speed change control circuit 202.

Here, the turbine rotational speed TSP is treated as information corresponding to the vehicle speed, and the throttle f311 degree TH is treated as information corresponding to the engine load.

Control 22! The speed change control circuit 202 of -200 includes information obtained from a turbine rotation speed signal St from the above-mentioned turbine rotation speed sensor TS, a throttle opening signal Sn from the engine load sensor LS, and a driving mode sensor (not shown) that detects a driving mode. is compared with the shift-up shift line and shift-down shift line of the shift map, which are predetermined based on the turbine rotational speed-engine load characteristic shown in FIG. 4, for example, to calculate whether or not to shift. Then, in accordance with the result of this calculation, a shift-up signal Cp or a shift-down signal Cp' is applied to the first, second, and third solenoid valves SL1. SL
2. Output to SL3 and selectively excite them in the manner shown in Table 1 to change the gear position of the automatic transmission AT 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, the turbine rotation speed S from the turbine rotation speed senna TS is determined as in the case of the above-mentioned speed change control circuit 202.
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 lockup activation signal Cq or a lockup release signal Cq' is outputted to the fourth solenoid valve SL4 of the hydraulic control circuit CK.

In this way, the shift amplifier performs downshifting based on the shift-up signal CP, the downshift is performed based on the shift-down signal Cp', the lock-up operation is performed based on the lock-up activation signal Cq, and the lock-up release signal Cq is activated 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 SL3 of the hydraulic control circuit CK. is output to.

At this time, if the engine load is larger than the predetermined value, as shown in FIG. 13, the lock-up release signal Cq' from the lock-up control circuit 201 to the fourth solenoid valve SL4 is output at the time t1 when the shift-up signal CP is output. It is output at a later 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. Of course, when the engine load is smaller than the predetermined value, the predetermined value is set so that engine rev-up does not substantially occur.

Further, when the engine load is smaller than the predetermined value, the lock-up release signal Cq is activated as shown in FIG.
' is output (at the time point ) in synchronization with the shift-up signal Cp. 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 engine speed E before and after shifting up
The difference in SP becomes smaller and the shift shock is alleviated. In this case, since the engine load is smaller than the predetermined value, the engine will not rev up even if the lock amplifier is released faster than the shift door knob. An example of a driving situation in which there is a downward trend in the engine speed during upshifting is when the vehicle reaches the 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). Perform accelerator operations that cross the line)
.

Of course, regardless of the magnitude of the engine load, the lock-up operating state is returned again at time t3.

The control unit 200 that performs the above-mentioned control can be configured, for example, by a microcomputer, and the operating program of the microcomputer that configures the control unit 200 is, 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 explained in sequence below. Figure 5 shows the 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 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 the first 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 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 "1". When the shift range is "lunge",
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 "1 range" in step S3, it is determined in step S9 whether the shift range is "2 range". When the shift range is "2 range", the lock-up is released in step SIO, and then the gear is shifted to the second speed in step 511. On the other hand, the shift range of Stella 7'S9 is "2 range °
If it is determined that the shift range is not “D”, it means that the shift range is in the D range after all, and in this case, the shift up control in step S12 and the step S1
Shift-down control at step 3 and lock-up control at step 514 are performed in sequence.

As above, steps S7, S8, S11.5
14 is completed, the process returns to step S2 and the above-described routine is repeated.

1-Shi Otsu Uni Otsu-o-o Next, the S shift up control (Step S in Fig. 5)
l2)' 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. Based on the read gear position, it is determined in step 521 whether or not the gear is currently in the fourth gear. If it is not the fourth speed, the current throttle opening TH' is read out in step S22, and data Tsp, 'Q of the shift up map corresponding to the throttle opening degree is read out in step S23. An example of this shift map is shown in FIG. Next, in step S24, the current turbine rotation speed TSP' is read, and this current turbine rotation speed TSP' is compared with the data TSPI 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 turbine rotation speed TSPI is greater than the set turbine rotation speed TSPI indicated by the speed change line M f u .

The current turbine rotation speed TSP' is the throttle opening TH
When the set turbine rotation speed TSP is larger than the above-mentioned set turbine rotation speed TSP, in step 326, the flag l for one-stage upshift is read out, and it is determined whether the read flag l is O or 1, that is, whether it is in the reset state. Determine whether it is in the set state. Flag l is changed from 0 to 1 when a 1st gear upshift is executed, and when flag 1 that stores the 1st gear upshift state is in the reset state, after flag 1 is set to 1 in step S27. , a shift-up 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. Furthermore, if 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, then in step S29 the current turbine rotation speed TSP' is set to TSPI. For example, multiply by 0.8 to set a new set turbine rotation speed TSP2 on the new shift line Mfuz shown by the broken line in FIG. 7.0 Then, in step S30, the current turbine rotation speed T
It is determined whether SP' is larger than the set turbine rotation speed TSP2 indicated by the speed change number Mfu2, and if TSP2 is larger than TSP', flag 1 is reset in step 331 and the next cycle is started. So, on the contrary, TS
If TSP2 is not larger than P', then
Shift to downshift control.

The downshift control (step 513 in FIG. 5) is performed by the eighth
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. Next, based on the read gear position, it is determined in step 541 whether or not the vehicle is currently in the first gear. If it is not the first speed, the throttle opening degree TH is read in step S42, and then step S43
Then, data 'rspt' of the shift down map corresponding to the read throttle opening TH is read out. An example of this downshift map is shown in FIG.
4, read the current turbine rotation speed TSP', and convert this turbine rotation speed TSP' into the set turbine rotation speed TSPs, which is the data of the shift down map read above.
In light of this, the current turbine rotational speed TSP' is determined by the downshift shift line M f
In step 345, it is determined whether or not the turbine rotation speed TSPt is smaller than the set turbine rotation speed TSPt shown in ds.

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

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 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.

Further, in step S45, when it is determined that the current turbine rotation speed TSP' is not smaller than the set turbine rotation speed "rspt" 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 TSP shown in the shift line M f d I of this map is multiplied by, for example, 110.8, and a new shift line M
Set a new set turbine speed TSP2 on f d z 0 Next, in step 550, if the current turbine speed TSP' is smaller than the set turbine speed TSP2 shown in the shift line Mf d2, control is continued as is. is completed, and if it is not small, the flag 2 is reset to O in step S51, the control is completed, and then the lock-up control is started.

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

Lockup Control Next, lockup 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 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
, is read out. Next, in step S63, the current turbine rotation speed TSP' is read, and in step S64, this read current turbine rotation speed TSP' is checked against the lock-up OFF map, and this current turbine rotation speed TSP' is determined.
It is determined whether SP' is larger than the set turbine rotation @ T SP I indicated by the speed change vAMOF F. If the current turbine rotation speed TSP' is smaller than the set turbine rotation speed TSP, the 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, in step 366, the lockup O
From the N map, that is, the map showing the shift line Man (see Figure 11) used for control to turn the lockup into the ON (operating) state, another set turbine rotation speed TSP2 corresponding to the throttle opening TH is determined. After reading, it is then determined in step S67 whether the current turbine rotation speed TSP' is larger than the set turbine rotation speed TSP2. If TSP2 is larger than TSP', lockup is activated in step 568 and the process ends, whereas if TSP2 is not larger than TSP', the process ends.

Shift Arp/Quarp Control' Output timing of lock-up release signal when shift-up signal is output during lock-up operation.

The adjustment is performed by a subroutine shown in FIG.

First, in step S81, the contents of step 328 (see FIG. 6) are read.Next, in step 582, it is determined whether or not the contents read in step S81 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 S84, 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. If it is determined in step 384 that the lock-up is activated, it is determined in step 585 whether or not the engine load is smaller than the predetermined value α, that is, whether TH≦α. Ru. If this engine load is not larger than the predetermined value α, that is, TH≦
If α is the case, the lockup release signal Cq' is output in step S86. Further, when TH≦α, a delay condition is set in step S87, and after waiting for this delay condition to be satisfied in step 388,
After the delay condition is satisfied, the process moves to step 386 and the lockup release signal Cq' is output.

In this way, when the engine load is smaller than the predetermined value α, the lock-up release signal Cq' is output in synchronization with the shift-up signal output, and when the engine load is larger than the predetermined value α, the lock-up release signal Cq' is output from the shift-up signal. A lock-up release signal Cq' is output with a delay.

Here, the delay conditions in step S87 can be, for example, the following conditions (1) to (2).

■Setting a certain delay time using timer means,
In this case, this delay time can be easily managed and the configuration of this part can be simplified.

(■ Timer means is used to set the delay time according to the type of gear change. This makes it possible to effectively prevent the engine from racing depending on the type of gear change. In other words, normally automatic transmissions In some cases, the hydraulic pressure transmission path may differ depending on the type of gear shift (for example, shifting from 2nd gear to 3rd gear and shifting from 3rd gear to 4th gear), resulting in a shift-up signal output. While there is a difference in the response delay time from when the lockup is actually shifted up, the response delay time from when the lockup release signal is output until the lockup is actually released is that the line pressure is approximately constant from the viewpoint of torque converter transmission efficiency. However, by doing as described above, it is possible to compensate for the difference in response delay time and effectively prevent engine revving.

■A timer means that uses a timer to set the delay time according to the engine load. In this case, engine revving can be effectively prevented depending on the engine load related to the engine revving mode.

■A timer means that sets the delay time according to the rate of change in engine speed. In this case, engine revving can be effectively prevented depending on the rate of change in engine speed related to the degree of engine revving.

■A lock-up release signal is output until the engine speed starts to fall (a lock-up release signal is output when the engine speed starts to fall; for example, the turbine speed corresponding to the engine speed is Rate of change dT
The time when SP/dt becomes equal to or less than θ can be regarded as the point at which a downward trend has started). In this case, it is necessary to compensate for differences in the response delay time from the output of the shift-up signal to the actual shift-up caused by changes in the viscosity of the automatic transmission's hydraulic oil, changes over time, and individual differences in the automatic transmission itself. , effectively preventing engine revving.

In other words, normally in an automatic transmission, there is a response delay time from the output of the shift-up signal to the actual shift-up due to changes in line pressure depending on the throttle opening or various other causes. Although it is possible that differences that cannot be quantified in advance may occur, by doing as described above, it is possible to comprehensively compensate for response delay times due to these various causes and effectively prevent engine revving. I can do it.

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. Further, the engine load can be detected by appropriate means such as the magnitude of the intake pressure, and the engine speed can be detected by the turbine speed, the speed of the engine output shaft itself, or the speed of the gear type transmission mechanism 20. It can also be detected by the output shaft rotation speed, etc.

(Effects of the Invention) As is clear from the above description, the present invention can more reliably prevent the engine from revving up and alleviate the shift shock during upshifts, and provides an extremely excellent shift feeling. is obtained.

Furthermore, depending on whether the engine load, which can be detected extremely easily, is greater than a predetermined value, control is performed to prevent engine over-revving and to alleviate shift shock. Since it is possible to know immediately whether or not the system will be activated, a favorable result can be obtained in terms of ease of control.

[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 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-up map. Fig. wS9 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 lock-up release timing, engine rotation speed, and turbine rotation speed when the engine load is greater than a predetermined value. FIG. 14 is a diagram showing the relationship between lockup release timing, engine speed, and turbine speed when the engine load is smaller than a predetermined value. 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 EN: Engine SLI N5L4: Solenoid valve ESP: Engine rotational speed TSP: Turbine rotational speed 7-r-one a $g Tsp < r p m > Fig. 5 Fig. 6 Fig. 7 Fig. 8 Fig. 10 Fig. 13 Shift Azo l screw "F9J 3E222 ≧↑
l? 2 ↑3 qf,'+ <t+ Figure 14 j, h Time (↑)

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; lock-up control means for outputting a lock-up signal or lock-up release signal to the electromagnetic means for speed-up; engine load amount detection means for detecting whether the engine load is greater than a predetermined value; and said speed change in the lock-up state. When a shift-up signal is output to the electromagnetic means, if the engine load is smaller than the predetermined value, a lock-up release signal is output in synchronization with the output of the shift-up signal based on the signal from the engine load detection means. and lockup release timing adjustment means for outputting a lockup release signal later than the output of the shift up signal when the engine load is greater than the predetermined value. control device.