JPS6184466A - 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 down signal if the rotational frequency of an engine is upward tendency, and outputting the lock up release signal before the generation of the shift down signal if it is downward tendency when a shift down 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 down signal Cp' is output from speed change control means E in the lock up state, according to an output of the rotational frequency change condition detection means G, if the rotational frequency of an engine output shaft is upward tendency,a lock up release signal Cq' is output in synchronization with outputting of the shift down signal Cp', and if it is downward tendency, first the signal Cq' is output, and later the signal Cp' is output by output 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 improves shift responsiveness while alleviating shift shock during downshifts.

(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 or a wheel mechanism is widely used. For speed change control in such automatic transmissions, a hydraulic mechanism is usually adopted, and the hydraulic circuit is switched by an electromagnetic switching valve, thereby controlling the brake as a fluid actuator attached to the multi-stage gear type transmission mechanism. The engine power transmission system is switched by operating friction elements such as clutches as appropriate.
The required gear stage is obtained. 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 is configured to perform lock-up (direct connection) or lock-up release by controlling the supply and discharge of hydraulic pressure to and from an associated hydraulic actuator using a lock-up electromagnetic means. This lock-up or lock-up release is usually performed by an electronic control device outputting a lock-up signal or lock-up release signal to the lock-up electromagnetic means based on predetermined lock-up characteristics. .

In this way, in an automatic transmission having a lock-up mechanism, in order to avoid a large shock caused by changing gears in a lock-up state, Japanese Patent Laid-Open No. 56-39
As shown in Publication No. 354, even if lockup is in progress, this lockup is temporarily released during gearshifting, and the torque fluctuation (difference in engine speed) caused by gearshifting is absorbed by the torque converter. It is commonly practiced. In such a device, as seen in the above-mentioned publication, in order to sufficiently alleviate the shift shock when downshifting is performed, a lock-up release signal is first output, and then the lock-up release signal is output later than the output of the lock-up release signal. and outputs a downshift signal. To elaborate on this point, downshifting is often performed during deceleration, and in this case, in order to further reduce the shift shock,
The smaller the difference in engine speed before and after downshifting, the better. For this purpose, it is preferable to release the lockup to reduce the engine load and increase the engine speed, and then perform the downshift after this increase in engine speed. It is something. Since it takes a certain amount of time for the engine speed to rise as the lockup is released, the downshift signal is output with a delay from the lockup release signal.

However, if the downshift signal output is delayed from the lockup release signal output as described above, the shift response inevitably deteriorates (the time it takes to complete the downshift becomes longer), and depending on the driving style, it may not match the driver's senses. There may be cases where this is not the case. In other words, while downshifts are often performed during deceleration, there are also cases where a large acceleration is actively desired, such as during a kickdown.
In such a case, the above-mentioned delay in response to downshifting does not suit the driver's senses.

(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 improves shift responsiveness as much as possible while alleviating unpleasant shift shocks that the driver does not foresee or expect during downshifts. shall be.

(Structure of the Invention) In the present invention, even if the driver is downshifting in a state where the driver desires acceleration, the driver can predict the shift shock in advance, or rather feel a sense of power. We focused on the fact that by looking at the state of change in engine speed during downshifts, it is possible to know whether or not the driving range is where an undesirable and unpleasant shift shock occurs, while taking into account that there is a desirable tendency for the driver to feel the shift. It was done by In other words, when the engine speed, which tends to cause unpleasant shift shock, is on a downward trend, the shift down signal is output later than the lockup release signal output in order to actively alleviate this shift shock. When the engine speed tends to rise at a time when shocks are unlikely to occur, the lock-up release signal output and shift are adjusted to improve shift responsiveness, taking into consideration the fact that even if a shift shock occurs, it is not a problem as mentioned above. This is done in synchronization with the down 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 lock-up mechanism that connects and connects the gear shift mechanism; and a shift electromagnetic means that controls the supply of pressure fluid to a fluid actuator that performs a shift operation of the gear-type shift mechanism.

A lock-up electromagnetic means for controlling the supply of pressure fluid to a fluid actuator that performs intermittent operation of the lock-up mechanism; and a shift-up signal or a shift-down signal to the shift-up electromagnetic means based on predetermined shift characteristics. 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 predetermined lock-up characteristics; and 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 the engine output shaft; When the rotational speed of the engine output shaft is on an upward trend, a shift down signal and a lockup release signal are output in synchronization, and when the rotational speed of the engine output shaft is on a downward trend, a lockup release signal is first output and the lockup release signal is output. An output timing adjustment means for outputting the downshift signal with a delay from outputting the release signal.

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

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

In the overdrive planetary gear transmission mechanism 50,
A planetary carrier 52 that rotatably supports a planetary gear 51 is connected to the output shaft 14 of the torque converter 10, and a sun gear 53 is connected to an internal gear 55 via a direct coupling clutch 54. 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 lOO driven by the engine output shaft 1, and the hydraulic oil discharged from the oil pump 100 to the pressure line lot is guided to the select valve 103 after its pressure is adjusted by the pressure regulating valve 102. The select valve 103 accommodates each shift position of 1, 2, 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 & , b, and c. Boat a is connected to an actuator 104 for operating the rear clutch 28,
When valve 103 is in the above position, 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. Port 1-a is further connected to the right end of the 1-2 shift valve 110 via the first line L1, to the right end of the 2-3 shift valve 120 via the second line L2, and to the third line L3.
are connected to the right end of the 3-4 shift valve 130 through the .

Above 1. 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 these drain lines DLL, DL2, and DL3 have drain lines DL1. The first, second, . Third solenoid valves SLI, SL2, and SL3 are connected. When the solenoid valves SLI, SL2, and SL3 are energized while the line lot and boat a are in communication, they close the respective drain lines DLL, DL2, and DL3, and as a result, the drain lines DLL, DL2, and DL3 are closed. 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 second lock valve 105 upward. Additionally, boat C is connected to a 2-3 shift valve 120 via 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 7 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 it. The pressure in line 107 is also directed to actuator 109 of 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 1toi and the 2-3 shift valve 120 operate solenoid valves SL1. S
When L2 is energized, the spool is moved to cut the line, thereby activating a predetermined brake or clutch to perform the 1-2 and 2-3 speed change operations, respectively. The hydraulic control circuit CK also includes a car/dopak river valve f'15 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 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. Throttle backup valve 117 that assists throttle valve 116
is provided.

Further, the hydraulic control circuit CK of this example is provided with a 3-4 shift valve 130 and a 7-cut unit 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. This 3-4 shift valve is also
-2.2-3 Shift) Similar to valves 110 and 120, when the current valve SL3 is energized, the 3-4 shift valve 13
0 spool 131 moves downward, pressure line 101
and line 122 is cut off and line 122 is drained. This causes the actuator 13 of the brake 56 to
The hydraulic pressure acting on the release side pressure chamber 2 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 pressure M control circuit CK of this example is provided with a lock-up control valve 133, and this lock-up control valve 133 is communicated with port a of the select valve 103 via a line L4. From this line L4, solenoid valve SL4 is connected to drain lines DLL, DL2, and DL3.
A drain line DL4 is branched. 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, clutch, and brake are shown in Tables 1 to 3 below.

Table 1, Table 2, and Figure 3 show an automatic transmission AT according to the present invention, which controls the hydraulic control circuit CK associated with the automatic transmission AT described above to perform shift control and lock-up control. An example of a control device is shown together with an engine EN in which the automatic transmission AT is incorporated. In this FIG.

It includes a lockup control circuit 201 that performs lockup control for automatic transmission AT, and a shift control circuit 202 that performs shift control. Further, the rotation speed of the output shaft 14 of the torque converter 10 of the automatic transmission aAT, and thus the turbine rotation speed TSP, is detected by the turbine rotation speed sensor TS attached thereto, and the throttle valve 20 provided in the intake passage 203 of the engine EN is detected.
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 change state detection circuit 205, the engine/engine amplifier control circuit 201, and the change control circuit 202, and the throttle opening signal St obtained from the engine load sensor LS is Signal Sn is supplied to cock-up control circuit 201 and shift control circuit 202. Note that here, the turbine rotation speed TSP depends on the vehicle speed and the throttle opening TH.
is taken as information corresponding to each engine load.

In the embodiment, the change state detection circuit 205 detects, based on the turbine rotation speed signal St, whether the turbine rotation speed when the downshift signal is output is on an upward trend or a downward trend. In the column, turbine speed TS
Rate of change of P dT SP/dt≧O indicates an upward trend, and dTSP/d1<0 indicates a downward trend.The signal Sp indicating whether the trend is upward or downward is as follows: It is output to the modification control circuit 202.

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, according to the result of this calculation, the shift-up signal Cp or the shift-down signal Cp' is applied to the first shift-up signal Cp or the shift-down signal Cp' of the hydraulic control circuit CK. Second and third Lenoid valves SLI, Sn2,
Sn3 and selectively excite them in the manner shown in Table 1 to shift the gear position of the automatic transmission AT to an upper gear position (upshift) or a lower gear position (downshift). At the same time, it outputs to the lock-up control circuit 201 a signal Sr indicating that this output is to be performed prior to outputting the shift-down signal Cp'.

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 S from the turbine rotation speed sensor TS
t, the information received by the throttle opening signal Sn and driving mode signal from the engine load sensor LS is used to lock up a shift map predetermined based on the turbine rotation speed-engine load characteristic as shown in FIG. 4, for example. The line and the lock-up release line are compared to calculate whether lock-up or lock-up should be released. Then, according to the result of this calculation, a lock-up activation signal cq or a lock-up release signal Cq' is outputted to the fourth solenoid valve SL4 of the hydraulic control circuit 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 shift-down signal Cp' and the lock-up release signal Cq' when the shift-down signal Cp' and the lock-up release signal Cq' are used. There is a characteristic in the output timing, and this point will be explained in detail below.

Now, in a state where the lock-up operation is being performed according to the lock-up operation line in Fig. 4, the turbine rotational speed TSP' with respect to the throttle opening TH' at that time is $4.
If the shift-down shift line shown in the figure is exceeded, the shift control circuit 202 outputs the signal Sr to the lock-up control circuit 201 and immediately sends the lock-up release signal Cq' to the fourth solenoid of the hydraulic control circuit CK. At the same time as being outputted to the valve SL4, a shift down signal 'cp' is outputted to the first, second and third solenoid valves ASL1. Sn2, Sn3
is output to.

During this downshift, the change state detection circuit 205
If a signal indicating that the engine speed is on a downward trend (dTSP/dt < O) is output from the lock-up control circuit 201 to the shift control circuit 202, as shown in FIG. Solenoid valve SL4
A time t when the lock-up release signal Cq' is outputted and the lock-up release signal Cq' is outputted,
A shift down signal CP' is output at a later time tz.

As a result, the engine speed is increased as much as possible before the downshift actually starts, thereby preventing unpleasant shift shock.

In addition, the engine speed mentioned above tends to increase (dTSP/dt
≧O), as shown in FIG. 14, the lock-up release signal Cq' and the shift-down signal Cp' are output in synchronization (at time 1). As a result, downshifting is quickly performed (completed), resulting in good shift response. Of course, in this case, since the engine speed tends to increase, shift shocks are unlikely to occur, or even if they occur, they are small, and as mentioned earlier, this shift shock itself tends not to be felt by the driver. Therefore, the shift feeling is improved to the extent that this shift response is improved.

Note that in both cases where the engine speed is on an upward trend or a downward trend, the long-up operation state is returned again at the time ti.

111 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, for example, as shown in FIGS. 5 to 12. It is executed according to the flowchart. 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 S1. This initialization setting initializes the ports of each control valve that switches the hydraulic control circuit of the automatic transmission and necessary counters to set the gear transmission mechanism 20 to the first speed and the lock-up clutch 15 to disengage. After this, various working areas of the control unit 200 are initialized and the process is completed.

Next, in step S2, the position of the select valve 103, that is, the shift range, is read, and then, in step S3, it is determined whether the read shift range is "lunge". When the shift range is "1 range", lockup is released in step S4, and then in step S
5 to shift down to 1st gear and calculate whether or not the engine will overrun. When it is determined in step S6 that overrun occurs, in step S7 the gear transmission mechanism 2
The shift valve is controlled to shift from 0 to 2nd speed. 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 "lunge" in step S3, it is determined in step S9 whether the shift range is "P2 range". If the shift range is in the °22 range, lock-up is released in step 310. Then, in step Sll, the gear is shifted to the second speed.On the other hand, if it is determined in step S9 that the shift range is not "2 range", it means that the shift range is in the D range after all, and in this case, , a shift-up control in step SL2, a shift-down control in step S13, and a low 2-up control in step S14, which will be described later, are performed in this order.

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

Shift up, No. 1' Then, the shift up control (step 51 in FIG. 5) is performed.
2) will be explained in detail with reference to FIG.

First, the gear position, that is, the position of the gear transmission mechanism 20 is read out. Next, based on this read gear position, it is determined in step 321 whether or not the vehicle is currently in fourth gear. If it is not the fourth speed, the current throttle opening TH' is read in step S22, and data TSP 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. Next, in step S24, the current turbine rotation speed aTsP' 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 determined as the throttle opening speed. The set turbine speed TSP shown in the shift line Mfu, in relation to the
, is greater than or not.

The current turbine rotation 11TsP' is the throttle opening T
In relation to H, the above settings, turbine rotation speed TSP,
When it is larger, in step 326, 2 lag 1 for one-stage shift up is read out, and it is determined whether this 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 O to 1 when a 1st gear upshift is executed.When flag l, which 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 526, if the determination as to whether flag 1 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, if it is determined in step S25 that the current turbine rotation speed TSP' is not greater than the set turbine rotation speed TSP indicated by the shift line M f u H in relation to the throttle opening TH, then in step S29 TSP , is multiplied by, for example, 0.8 to create a new shift line M, which is shown as a broken line in FIG.
0 to set a new set turbine rotation speed TSP2 on fuz. Next, in step S30, the current turbine rotation speed TS is set.
It is determined whether P' is larger than the set turbine rotation speed TSP2 indicated in the above-mentioned speed change number Mfu2, and T
If SP2 is larger, 2 lag l is reset in step S31 in preparation for the next cycle, and conversely TSP'
If TSP2 is not larger than that, then shift down control is performed.

Shift down, I' Shift down control (step 513 in FIG. 5)
This is executed according to the downshift control subroutine shown in the figure. This downshift control is carried out by first reading out the gear position, as in the case of upshift control. Based on this read out gear position, it is determined whether Stella 7'S41 is currently in first gear or not. It is determined whether 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 down map corresponding to the read slow/torque opening TH is read out.An example of this shift down map is shown in FIG. 9.Next, in step 5
44, read out the current turbine rotation speed TSP',
This turbine rotation speed TSP' is converted to the set turbine rotation speed TSP which is the data of the shift down map read above.
, the current turbine rotation speed TSP' is determined by the downshift shift line M f in relation to the throttle opening TH.
It is determined in step S45 whether or not the turbine rotation speed TSPI is smaller than the set turbine rotation speed TSPI indicated by d + .

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

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 performs a one-step downshift in step 548,
Completes 1st stage downshift control.

When it is determined in step 346 that flag 2 is set, it is impossible to downshift, so the control is 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 @TSP indicated by the first-stage downshift shift line Mfd+, a shift down according to the current throttle opening is determined. The map is read out, and in step S49, the set turbine rotation speed TSP shown in the shift line M f d + of this map is multiplied by, for example, 170.8, and a new shift line M
A new set turbine rotation speed TSP2 on f dz is set. Next, in step S50, if the current turbine rotation speed TSP' is smaller than the set turbine rotation speed TSP2 shown in the shift line M f d t, the control is completed, and if it is not smaller, flag 2 is set in step S51. It is reset to O to complete control and then shift to lock-up control.

In addition, in the shift-up speed change control and shift-down speed change control explained above, when a speed change is not performed,
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

Loaf hoop 1' Next, lock-up control will be explained with reference to FIG. 10 (Step 2 S14 in FIG. 5).

First, in the lock-up control, after reading the current throttle opening TH' in step 561, in step S62, the low/up OFF map, that is, the shift 1 used for control to turn the lock-up into an OFF (released) state ; From the map showing lMoff (see FIG. 11), read out the set turbine rotation speed TSPI corresponding to the throttle opening. Next, in step S63, the current turbine rotation speed TSP' is read, and in step S64,
This read current turbine rotation speed TSP' is compared with the lock-up OFF map to determine whether or not this current turbine rotation speed TSP' is larger than the set turbine rotation speed TSP+ indicated by the shift line MOFF. Ru.

The current turbine rotation speed TSP' is the set turbine rotation speed T
If it is smaller than SP, the lockup is released in step 365 and the process ends.

On the other hand, if the current turbine rotation speed TSP' is larger than the set turbine rotation speed TSPI, step 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, a different setting turbine corresponding to the throttle opening TH is determined. Rotation speed 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', lockup is activated in step 568 and the process ends, whereas if TSP2 is not larger than TSP', the process ends.

Adjustment of the output timing of the shift-down signal and the lock-up release signal when the shift-down signal is output during the low arc 'Ii1' lock-up operation of shift-down (2) is performed by the subroutine shown in FIG.

First, in step S81, the contents of step 548 (see FIG. 8) are read.Next, in step 382, it is determined whether the contents read in step 381 are a downshift, and if it is not a downshift, the process is continued as is. End control. On the other hand, if it is determined in step 582 that the shift is down, it is determined in step S83 whether or not the lock-up is in operation, and if it is determined that the lock-up is not in operation, the control is immediately terminated and the lock-up is in operation. If it is determined that
A lock-up release signal Cq' is output at .

Thereafter, in step S85, it is determined whether the engine speed is on an upward trend, that is, whether dT SP/dt≧O. If the engine speed Esp is on an upward trend, that is, if dTSP/dt≧O, a downshift signal Cp' is output in step 386. If dT SP/dt is not 0, that is, if the engine speed aEsp is on a downward trend, a delay condition is set in step S87, and at step 388, the delay condition is set. After the condition is satisfied, the process moves to step 386 and outputs the downshift signal Cp'. Note that the above-mentioned delay condition may be any suitable conventional one.

In this way, when the engine speed Esp is on an upward trend, the shift down signal output and the lock-up release signal Cq' are output in synchronization, and when the engine speed is on a downward trend, the lock-up release signal is output. The shift down signal Cp' is output with a delay from the output of Cq'.

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. 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 It is possible to know the timing of a shift to a trend or a downward trend at an early stage, which is preferable in terms of improving responsiveness. Furthermore, the engine load can be detected by appropriate means such as intake pressure, accelerator pedal depression, etc., and the engine speed can be detected by the turbine rotation speed, the rotation speed of the engine output shaft itself, or the gear-type speed change. 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 improve the shift responsiveness while preventing unpleasant shift shifts during downshifts, and can provide an extremely excellent shift feeling. .

Also, depending on whether the engine speed is increasing or decreasing, control is performed to prevent shift shock and improve shift responsiveness, so in other words, shifts that may cause unpleasant shift shocks 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.

[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. 9 is a diagram showing an example of a shift down map. m l l The figure shows an example of a lockup map. FIG. 13 is a diagram showing the output timing of the lock-up release signal and the downshift signal when the engine speed is on a downward trend in relation to the engine speed and the turbine speed. FIG. 14 is a diagram showing the output timing of the lock-up release signal and the downshift signal when the engine speed is on an upward trend in relation to the engine speed and the turbine speed. 1・"'ji' Output shaft 11O
: Torque converter 14 : Torque converter output shaft 15 : Lock-up clutch 2υ : Multi-stage gear transmission mechanism 200 2 Control unit 201 : Lock-up control circuit 202 : Shift control circuit 205 : Change state detection circuit EN : Engine 5LI-3L4 : Solenoid valve E SP: Engine speed TSP: Turbine speed 7 Tsp (rpm) shi7tokun±ai LSP knee422n-33shiko≧hi↑
+hts time, li, '1(t) 14th box □ n~ ↑l t3 time γ1 (↑)

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 down signal is output to the electromagnetic means for speed change, a shift down signal and a lock-up release signal are output if the rotation speed of the engine output shaft is on an upward trend based on the signal from the rotation speed change state detection means. and when the rotational speed of the engine output shaft is on a downward trend, an output timing adjustment that outputs a lock-up release signal first and outputs a shift-down signal later than the lock-up release signal output. A control device for an automatic transmission, comprising: means;