JP3493741B2 - Comprehensive control system for lock-up and shifting of automatic transmissions for vehicles - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a lockup and shift control system for an automatic transmission for a vehicle, which produces a lockup control pressure and a shift control pressure by a hydraulic control unit sharing a hydraulic source.

[0002]

2. Description of the Related Art Conventionally, as a lockup control device at the time of sudden braking, a device described in Japanese Patent Application Laid-Open No. 57-161358 is known.

[0003] In this conventional source, there is proposed a technique for releasing the lockup clutch at the time when it is judged to be a sudden brake, for the purpose of preventing engine stall during lockup.

[0004]

However, in the above-mentioned conventional lock-up control device, the lock-up release control at the time of sudden braking is performed independently of the shift control, and therefore, at the time of sudden braking. If the lock-up release control and the shift control are simultaneously performed, there is a problem that the lock-up release time becomes long and the engine stalls. In particular, when the road surface has a low coefficient of friction and a sudden brake is applied, the tire locks in about 0.1 seconds after the brake starts to work. In order to prevent the engine stall against the tire lock phenomenon due to such a high speed, it is necessary to increase the release speed of the lockup clutch.

That is, the lock-up release is performed by supplying the lock-up release pressure to the lock-up oil chamber in the drain state. On the other hand, in the case of an automatic transmission having a stepped speed change mechanism, shift control is performed by releasing a friction engagement element that is engaged and engaging a friction engagement element that is in the released state.
Since both the lockup release pressure and the engagement pressure to the friction engagement element are created by the hydraulic control unit sharing the pump, if the lockup release operation and the gear shift operation are performed at the same time, a large flow load is applied to the pump. A pressure drop occurs, the pressure for lock-up release decreases, the flow rate for release decreases, and the lock-up release time increases, causing engine stall.

The above is the case of the continuously variable transmission, but the same applies to the case of a continuously variable transmission. That is, as an example, a belt type continuously variable transmission as disclosed in Japanese Patent Laid-Open No. 1-188756 (FIG. 4) will be taken up. Input gear ratio
When defined as the output rotation speed, the gear ratio is increased by increasing the pressure in the pressure chamber of the secondary pulley and decreasing the distance between the pulleys. At this time, as a matter of course, since the volume of the secondary chamber is increased, the pump becomes a flow rate load. Therefore, as described in the stepped transmission, if the lockup release operation and the gearshift operation are performed at the same time, the lockup release time will be longer than when only the lockup release operation is performed, and engine stall will occur. It will be easier.

In addition, in the case of sudden braking, the wheel speed is decelerated in a very short time. Therefore, in the case of the step-variable transmission mechanism, a downshift request is generated across the shift line on the shift schedule, and the continuously variable transmission mechanism is used. In this case, there is a demand for increasing the gear ratio in a short time, and the flow rate load becomes larger than that when not being suddenly braked.

[0008]

[0009]

The present invention has been made in view of the above problems.
The first purpose is lock-up control.
Pressure control unit that shares a hydraulic pressure source with pressure and shift control pressure
-Up and gear shifting of automatic transmissions for vehicles created by
In the integrated control device of (1), it is possible to reliably prevent engine stall during sudden braking by the automatic transmission using the stepped transmission mechanism.

The second purpose is, in addition to the first purpose, is to easily determine the shift speed when the gear shift operation is started when the sudden braking operation is detected.

In addition to the first object, the third object is to determine the optimum gear stage when the gear shifting operation is started when the sudden braking operation is detected.

A fourth object is to provide the first to third
In addition to the purpose of (3), the prohibition of the speed change operation is released early.

[0014]

[0015]

[0016]

In order to achieve the above-mentioned first object, the lock-up and shift comprehensive control apparatus for a vehicle automatic transmission of the first invention is shown in the claim correspondence diagram of FIG.
So that the input side is the engine a and the output side is the stepped transmission
Between input and output connected to structure b and transmitting power via fluid
Transmission with a lock-up clutch c that can be directly connected to
Joint d and lock-up clutch c engagement / release system
A common oil is used for the control pressure and the shift operation control pressure of the stepped transmission mechanism b.
Hydraulic pressure created based on operating pressure due to flow rate from pressure source e
The control unit f and the hydraulic control unit f are provided.
The clutch engagement / disengagement is controlled by a control command from the outside.
A lock-up control actuator g for controlling
An external control command provided in the hydraulic control unit f
To change gears or gear ratios
Shift control actuator h to control and sudden braking operation
Sudden braking operation detecting means i for detecting whether it is time
When a sudden braking operation is detected, a control command for releasing or continuing the release of the lockup clutch c is output to the lockup control actuator g, and
If the gear shifting operation has already started at that time, it is determined whether the gear shifting operation is continued and the gear shifting is ended, or the gear shifting operation is interrupted and the gear stage before the gear shifting is started is executed. the hydraulic pressure source to prohibit a new shift later
Comprehensive lock-up / shifting that outputs a control command to the shift control actuator h to reduce the flow rate load to e
And a control means j .

In order to achieve the above-mentioned second object, the lockup and shift control system for an automatic transmission for a vehicle according to the second aspect of the present invention, as shown in the claim correspondence diagram of FIG.
In the integrated control device for lock-up and shift of the automatic transmission for vehicle described in 1 , if the sudden braking operation is detected after a predetermined time from the start of the shift operation, the shift is continued and the shift is ended to become the target shift stage, and the shift is started. It is characterized in that a first shift stage determining means k is provided for interrupting the shift within the predetermined time from then and returning to the original shift stage.

In order to achieve the above-mentioned third object, a lock-up and shift comprehensive control apparatus for a vehicle automatic transmission according to a third aspect of the present invention, as shown in the claim correspondence diagram of FIG.
In the integrated control device for lock-up and shift of an automatic transmission for a vehicle according to 1, the gear ratio calculating means m for calculating a gear ratio from an input rotation speed and an output rotation speed of the stepped transmission mechanism b ,
If the calculated gear ratio at the time of sudden braking operation detection is close to the target gear ratio, the gear ratio is calculated at the time of sudden braking operation detection. When the gear ratio is close to the original gear position, the second gear position determining means n for interrupting the gear shift and setting the original gear position is provided.

[0019] In the general control unit of the lock-up and shifting of the automatic transmission of the fourth invention to achieve the above fourth object, as shown in the claim corresponding diagram of Fig. 1, claim
The lock-up and shift control system for an automatic transmission for a vehicle according to any one of claims 1 to 3, wherein the wheel speed is equal to or lower than a predetermined value including stop, a predetermined time has elapsed, or a sudden braking is not performed. It is characterized in that a shift operation prohibition canceling means o is provided for canceling the prohibition of the shift operation when either the judgment or the judgment that the lockup clutch is released is satisfied.

[0020]

[0021]

[0022]

[0023]

[0024]

[0025]

[0026]

The operation of the first invention will be described.

When the automatic transmission is the stepped speed change mechanism b having a speed change step having a stepwise speed change ratio, the lockup / shift comprehensive control means j operates the lockup clutch c when a sudden braking operation is detected. A control command for releasing or continuing the release is output to the lockup control actuator g, and when the gear shifting operation has already been started at that time point, the gear shifting operation is continued to end the gear shifting, or the gear shifting operation is performed. It is determined whether or not the shift is to be performed before the shift is started, and in any case, a new shift after that is prohibited to suppress the flow load on the hydraulic power source e to be small.
The control command to output is output to the shift control actuator h.
Therefore, in the hydraulic control unit f, the lockup lock
The engagement / release control pressure of the latch c and the shift operation of the stepped speed change mechanism b.
The operation control pressure is based on the operating pressure due to the flow rate from the common hydraulic source e.
It is created based on the lockup release operation and gear shifting operation.
If done at the same time, a large flow rate load will be applied to the hydraulic power source e.
Therefore, the flow rate for releasing the lockup decreases and the lock
Up release time will be long. But this
According to the invention, the lock-up release during sudden braking
In addition, the control for prohibiting the speed change operation of the stepped speed change mechanism b is also performed.
Flow rate load on the hydraulic power source e is suppressed to be small by
A sufficient flow rate to release the lockup.
Release of the lockup clutch c due to the fast release speed
Is achieved. As a result, if you brake suddenly, it will be for a short time.
A low μ road sudden break that may cause tire lock at
Even during operation, immediately after the sudden braking operation starts,
The lockup clutch c is released, and the tire lock at high speed is released.
To prevent engine stall even when
You can

The operation of the second invention will be described.

When performing the comprehensive control of lock-up / shifting by the stepped speed change mechanism b , when the shift operation is already started at the lock-up releasing time, the first shift-speed determining means k determines that the sudden braking operation is detected. If a predetermined time or more has elapsed from the start of the gear shifting operation, the gear shifting is continued and the gear shifting is ended to become a target gear, and if it is within a predetermined time from the gear shifting start, the gear shifting is interrupted and the original gear is determined.

The operation of the third invention will be described.

When performing a comprehensive lockup / shift control by the stepped speed change mechanism b , when the shift operation is already started at the time of releasing the lockup, the gear ratio calculating means m
In step 2, the gear ratio is calculated from the input rotation speed and the output rotation speed of the stepped speed change mechanism b , and the calculated value of the gear ratio at the time of the sudden braking operation is detected by the second speed determination means n as the target gear speed If it is close, the gear shift is continued and the gear shift is ended to set the target gear position.If the calculated gear ratio at the time of sudden braking operation detection is close to the original gear position gear ratio, the gear shift is interrupted and the original gear position is changed. The shift speed to be set is determined.

The operation of the fourth invention will be described.

The step-up transmission mechanism b is used for lockup and gear shifting.
When performing comprehensive control of lock-up / shifting at the time of sudden braking in performing the comprehensive control, in the shifting operation prohibition releasing means o, the wheel speed is equal to or less than a predetermined value including stop, a predetermined time has elapsed, or sudden braking is performed. When either of the conditions, that is, the lock-up clutch is released or the lock-up clutch is released, the prohibition of the shift operation is released.

[0034]

Embodiments of the present invention will be described below with reference to the drawings.

(First Embodiment) First, the structure will be described.

FIG. 2 is an overall system diagram to which the integrated control device for lock-up and speed change of the continuously variable automatic transmission for vehicle of the first embodiment is applied.

[0037] In FIG. 2, 1 (corresponding to the engine a) engine, 2 is continuously variable transmission structure, 3 (corresponding to fluid transmission couplings d) a torque converter, 4 is equivalent to a lock-up clutch (lockup clutch c ) 5, output shaft, 6 control valve unit (corresponding to hydraulic control unit f), 7 A / T computer, 8 throttle opening sensor, 9 engine speed sensor, 10 turbine speed sensor, 11 output A shaft rotation sensor, 12 is a lockup solenoid (corresponding to a lockup control actuator g), and 13 is a shift control solenoid (corresponding to a shift control actuator h).

The continuously variable transmission mechanism 2 is a mechanism that continuously controls the speed ratio by a belt type or toroidal type.

The torque converter 3 has a lockup clutch whose input side is connected to the crankshaft of the engine 1 and whose output side is connected to the continuously variable transmission mechanism 2 and which can directly connect input and output for transmitting power via fluid. 4 is built in.

The control valve unit 6 is a unit having a lockup control valve for generating engagement / disengagement control pressure of the lockup clutch 4, a shift control valve for generating shift operation control pressure of the continuously variable transmission mechanism 2, and the like. An oil pump (not shown) driven by the engine 1 (corresponding to a hydraulic pressure source e) is used as a common hydraulic pressure source, and a line pressure regulated according to the throttle opening or the like is used as a source pressure for lockup engagement / release control pressure or A shift control pressure is created.

The lock-up solenoid 12 is provided in the control valve unit 6 and produces a control signal pressure for the lock-up control valve in response to a control command from the A / T computer 7 to arbitrarily control clutch engagement / disengagement.

The shift control solenoid 13
Is provided in the control valve unit 6 and
/ T The control signal pressure of the shift control valve is generated by the control command from the computer 7, and the shift operation for changing the gear ratio is arbitrarily controlled.

Sensor signals are input to the A / T computer 7 from a throttle opening sensor 8, an engine rotation sensor 9, a turbine rotation sensor 10, an output shaft rotation sensor 11, etc., and lockup is performed based on these input signals. Control, gear ratio control, etc. are performed. For example, in the lock-up control, as shown in FIG. 3, a lock-up control map corresponding to the vehicle speed Vsp and the throttle opening TVO is set in advance, and the operating point depending on the detected vehicle speed and the throttle opening has hysteresis. When crossing the locked lock-up line,
Lock-up OFF → ON or lock-up ON →
It can be switched off.

Next, the operation will be described.

[0045] Figure 4 [overall control operation of the lock-up and shift] is a flow chart showing a main routine of the overall control operation of the shift and lockup performed in A / T computer 7, below, we describe each step.

At step 40, it is judged whether or not the lockup is in progress. Here, whether to lock up or not is determined based on a lock-up control map as shown in FIG. 3, for example, and the operating point based on the detected vehicle speed and throttle opening and this lock-up control map. It is done by comparison.

In step 41, it is judged whether or not the shift prohibition cancellation condition is satisfied, that is, whether or not the shift prohibition flag = 0. This determination is made by a shift prohibition cancellation condition determination subroutine shown in FIGS.

In step 42, when the shift prohibition release condition is not satisfied in step 41, it is determined according to the sudden braking determination subroutine shown in FIG. 5 whether or not there is rapid braking, that is, whether or not the rapid deceleration determination flag = 1. .

In step 43, a lockup release command is output to the lockup solenoid 12.

In step 44, a command to stop the shift operation is output to the shift control solenoid 13.

In step 45, a command for prohibiting a new shift operation is output.

In step 46, when it is determined in step 42 that the sudden deceleration determination flag = 0 instead of the sudden braking, it is determined whether there is a lockup release request by the lockup line.

In step 47, it is determined whether or not there is a shift request by the shift line when the shift inhibition release condition is satisfied in step 41.

In step 48, if there is a shift request in step 47, the shift operation is executed according to the request.

[Judgment of sudden braking] FIG. 5 is a flowchart showing a subroutine for sudden braking. Each step will be described below (corresponding to the sudden braking operation detecting means i).

At step 50, the current output shaft rotational speed, the previous output shaft rotational speed, and the rapid deceleration determination reference value are input.

In step 51, the output shaft rotation change ΔNo
Is calculated from the difference between the current output shaft speed and the previous output shaft speed.

In step 52, the output shaft rotation change ΔNo
Is determined to be equal to or greater than the rapid deceleration determination reference value.

In step 53, when ΔNo ≧ a sudden deceleration determination reference value, the abrupt deceleration determination flag is set to a rapid deceleration determination flag = 1.

In step 54, when ΔNo <a sudden deceleration determination reference value, the abrupt deceleration determination flag is set to 0.

[Lock-up releasing action] The lock-up releasing action will now be described. In general, the lock-up engagement is determined by the hydraulic pressure in the release pressure chamber surrounded by the lock-up clutch 4 and the converter cover. This is done by increasing the hydraulic pressure in the apply pressure chamber surrounded by and the bun. The release from the engaged state is performed by increasing the release pressure above the apply pressure to create a flow of hydraulic oil from the release pressure chamber to the apply pressure chamber, and pulling the lockup clutch 4 away from the converter cover.

Therefore, when the lockup clutch 4 is switched from engagement to disengagement, pressure is applied to the release pressure oil passage, which had little pressure until then. In order for the pressure to rise, a flow rate due to the elasticity of the parts is required.
To achieve quick release of the lockup clutch 4, it is necessary to increase the flow rate per unit time,
The theoretical pump discharge rate (volume per hour) is given by the product of the engine rotation speed (revolutions per hour) that is the pump drive source and the pump specific discharge rate (volume per revolution).
There is a limit to the release flow rate.

On the other hand, in the case of the belt type continuously variable transmission described in, for example, Japanese Unexamined Patent Publication No. 1-188756, the continuously variable transmission mechanism 2 operates as shown in FIG. In order to increase the gear ratio when the gear ratio is defined as the input rotation speed divided by the output rotation speed, the pressure in the pressure chamber of the secondary pulley of 38 in FIG. 2 of the publication is increased and the distance between the pulleys is decreased. Is achieved in. At this time, of course, since the volume of the secondary chamber increases,
It is a flow rate load for the pump.

[At the time of sudden braking operation during lockup traveling] At the time of sudden braking operation during lockup traveling, step 40 → step 41 → in the flowchart of FIG.
The flow proceeds from step 42 → step 43 → step 44 → step 45. In step 43, the lockup release command is output to the lockup solenoid 12, and in step 44, the shift control solenoid 13 is commanded to stop the shift operation. Output, step 4
In 5, a command for prohibiting a new shift operation is output.

Therefore, in the control valve unit 6, the disengagement control pressure of the lock-up clutch 4 and the gear shift operation control pressure of the continuously variable transmission mechanism 2 are generated based on the common operating pressure from the oil pump, and lock as in the conventional case. If the up-disengagement operation and the shift operation are performed at the same time, a large flow rate load is applied to the oil pump, so that the flow rate for the lock-up release decreases and the lock-up release time becomes long.

However, in this first embodiment device, when the lockup is released during the sudden braking operation, the gear ratio is fixed at the lockup releasing time, and the continuously variable transmission mechanism 2 prohibits a new gearshift operation thereafter. By performing the control together, the flow rate load on the oil pump is suppressed to be small, the flow rate for releasing the lockup is sufficiently secured, and the release of the lockup clutch 4 at a high release speed is achieved.

As a result, even in the case of a sudden braking operation on a low μ road where a tire is locked in a short time when the braking is suddenly applied, the lockup clutch 4 is released immediately after the start of the braking operation, and the vehicle is operated at high speed. It is possible to reliably prevent engine stall against the tire lock phenomenon.

Next, the effect will be described.

When a lockup control and shift control system for an automatic transmission for a vehicle, which produces a lockup control pressure and a shift control pressure by a control valve unit 6 sharing an oil pump, detects a sudden braking operation during the lockup. , A control command for releasing the lock-up clutch 4 is output to the lock-up solenoid 12 and is fixed to the gear ratio at that time, and a control command for prohibiting the subsequent gear shifting operation in the continuously variable transmission mechanism 2 is shift-controlled. Since the lockup output to the solenoid 13 and the total control of the shift are performed, the automatic transmission by the continuously variable transmission mechanism 2 can surely prevent the engine stall during the sudden braking.

(Second Embodiment) An integrated control device for lock-up and speed change of a stepped automatic transmission for a vehicle according to a second embodiment corresponding to the first, second and third inventions will be described.

[0071] The appearance constitutive is the same as FIG. 2, no
In place of the stepped transmission mechanism, the stepped transmission mechanism 2 (the stepped transmission mechanism b is
Equivalent) is provided, the valve configuration in the control valve unit 6 is different, and a shift solenoid is provided as a shift control actuator.

Next, the operation will be described.

[ Lock-up and shift comprehensive control operation] FIG. 6 is a flowchart showing a main routine of lock-up and shift comprehensive control performed by the A / T computer 7, and each step will be described below ( claims).
( Corresponding to the total lockup / shift control means j described in 1 ).

Steps 60 to 63 and steps 65 to 68 are steps 40 to 43 and 45 to 48 in the flowchart of FIG.
The explanation is omitted because it corresponds to each of the above.

In step 69, it is determined whether or not gear shifting is in progress.

In step 70, it is determined whether or not the gear shift should be continued by the gear shift continuation determination subroutine of FIGS. 7 and 8 which will be described later.

In step 71, when it is determined in step 70 that the gear shift is to be continued, that is, when the gear shift direction flag is determined to be the gear shift direction flag = 1, a command for continuing the gear shift operation and advancing to the previous gear is output. It

In step 72, when it is determined in step 70 that the shift is to be interrupted, that is, when the shift direction flag is determined to be the shift direction flag = 0, a command for suspending the shift operation and returning to the original shift stage is output. It

At step 73, it is judged if the gear shifting operation is completed.

[Judgment of Continuation of Gear Shift by Constant Time] FIG. 7 is a flowchart showing a subroutine of judgment of continuation of gear shift by constant time, and each step will be described below (corresponding to the first gear stage determining means k in claim 2 ). .

In step 80, the in-shifting flag and the criterion n value are input.

In step 81, it is judged whether or not the shift is in progress, that is, the shift operation flag = 1.

In step 82, when it is determined in step 81 that the shift operation in progress flag = 1, the shift time counter value n is added by the equation of n = n + 1.

At step 83, the shift time counter value n
It is determined whether or not the deviation between the determination reference value n and the determination reference value n is less than 0.

At step 84, when it is judged at step 83 that n> the judgment reference value n, the gear shift direction flag is set to the gear shift direction flag = 1.

In step 85, when it is determined in step 83 that n ≦ determination criterion n value, the shift direction flag is set to shift direction flag = 0.

At step 86, when it is judged at step 81 that the shifting operation flag is 0 (non-shifting), the shifting time counter value n is set to n = 0.

[Judgment of Continuation of Gear Shift Based on Gear Ratio] FIG. 8 is a flowchart showing a subroutine of judgment of continuation of gear shift based on the gear ratio. Each step will be described below (the gear ratio calculating means m and the second gear stage according to claim 3 ). Corresponding to the determination means n).

In step 90, the turbine rotation speed Nt, the output shaft rotation speed No, the original gear speed change ratio, the previous gear speed change ratio, the determination reference gear ratio, and the speed change flag are input.

In step 91, it is judged whether or not the shift is in progress, that is, whether or not the shift operation flag = 1.

At step 92, when it is judged at step 91 that the gear change operation flag = 1, the current gear ratio is calculated by the formula Nt / No.

At step 93, it is judged if the current speed change ratio obtained at step 92 is closer to the speed change speed ratio earlier than the reference speed change ratio.

In step 94, YES in step 93.
When it is determined that the shift direction flag is the shift direction flag = 1
Is set to.

In step 95, when NO is determined in step 93, the shift direction flag is set to shift direction flag = 0.

[Stepped gear shifting action] The lockup releasing action is performed by the same action as described in the first embodiment.

On the other hand, the gear shifting action in the stepped speed change mechanism is achieved by, for example, combining four ON / OFF electric signals to the two shift solenoids to achieve four gear shifts. One clutch (brake)
Switching from the oil passage to the other clutch (brake) oil passage occurs. As a specific example, when shifting from the 4th speed of clutch engagement / brake release to the 3rd speed of clutch release / brake engagement, the piston chamber of the clutch is connected to the drain by the shift command to the 3rd speed. The oil is drained. On the other hand, the piston chamber of the brake is connected to the line pressure, the piston moves forward, and the brake is engaged. At this time, a flow rate based on the movement of the piston is required, which becomes a flow rate load for the pump.

[At the time of sudden braking operation during lock-up traveling] When shifting is not performed during sudden braking during lock-up traveling, step 6 in the flowchart of FIG.
The flow proceeds from 0 → step 61 → step 62 → step 63 → step 69 → step 65. In step 63, a lockup release command is output to the lockup solenoid 12, and in step 65, a new shift operation is prohibited. A command is output.

When a sudden braking operation is being performed during lock-up traveling and the gear shifting operation has already started at that time, steps 69 to 70 in the flowchart of FIG.
→ Step 71 (or Step 72) → Step 7
The flow proceeds from 3 to step 65, and the shift operation is continued to end the shift (step 70 → step 7
1) Then, the shift operation is interrupted to determine whether or not to shift to the shift stage before starting the shift (step 70 → step 72), and in any case, a control command for prohibiting a new shift operation thereafter is output. To be done.

Therefore, in the control valve unit 6, the disengagement control pressure of the lockup clutch 4 and the shift operation control pressure of the stepped transmission mechanism are created based on the operating pressure from the common oil pump, and lockup is performed as in the conventional case. When the release operation and the gear shift operation are performed at the same time, a large flow rate load is applied to the oil pump, so that the flow rate for releasing the lockup is reduced and the lockup release time is extended.

However, in the second embodiment, when releasing the lock-up during a sudden braking operation, a control for prohibiting a new gear shifting operation after that is also performed when the gear shifting is not in progress. In some cases, it is determined whether or not the gear shift should be continued, so that the previous gear stage or the original gear stage is set, and the control that prohibits the new gear shift operation after that is also performed, so that the flow load on the oil pump is reduced. The flow rate is suppressed, a sufficient flow rate for lockup release is secured, and the release of the lockup clutch 4 at a high release speed is achieved.

As a result, even in the case of a sudden braking operation on a low μ road where the tire will be locked in a short time when the braking is suddenly applied, the lock-up clutch 4 is immediately released after the rapid braking operation is started, so that the vehicle is operated at high speed. It is possible to reliably prevent engine stall against the tire lock phenomenon.

[Mode of Continuing Shift Shift] (1) Judgment of Continuation of Shift Shift by Constant Time The determination of whether shift continuation by a constant time is made according to the flowchart shown in FIG. If you set it to half the time, the gear shift will continue if more than half of the gear shift time has already passed during the gear shift, and the gear shift will be interrupted if the gear shift time has not yet reached half of the gear shift time. Then, the shift operation time is determined to be shorter, such as returning to the original gear.

Therefore, in this case, during the gear shift during the sudden braking operation, the gear shift side flow rate load on the oil pump can be reduced by easily determining the gear shift stage so that the gear shift operation time is the shortest time.

(2) Judgment of Continuation of Gear Shift Based on Gear Ratio The judgment of continuation of gear shift based on the gear ratio shown in FIG. 8 is performed by, for example, determining the reference gear ratio as the original gear ratio and the previous gear ratio. If the gear ratio is set to the intermediate gear ratio or higher, the gear shift will continue, and if the gear ratio is less than the intermediate gear ratio, the gear shift will be interrupted and the original gear will be set. It is determined that the gear is to be returned to a gear position with a closer gear ratio.

Therefore, in this case, the shift-side flow rate load on the oil pump can be reduced by determining the optimum shift speed that makes the change in the gear ratio smaller during the shift during the sudden braking operation.

Next, the effect will be described.

When a sudden braking operation is detected during lock-up in the lock-up and shift comprehensive control device for an automatic transmission for a vehicle, which produces the lock-up control pressure and the shift control pressure by the control valve unit 6 sharing the oil pump. , A control command for releasing the lock-up clutch 4 is output to the lock-up solenoid 12, and the gear change operation is prohibited when the gear change is not in progress. A device for performing lock-up and total shift control that outputs a control command to the shift solenoid to prohibit the shifting operation in the stepped shifting mechanism thereafter after proceeding to the previous shifting stage or returning to the original shifting stage. Therefore, it is possible to reliably prevent engine stall during sudden braking by the automatic transmission using the stepped transmission mechanism.

[0108] (Third Embodiment) The general control unit of the lock-up and shifting of the automatic transmission of the third embodiment corresponding to the fourth invention will be described.

The third embodiment device is, in the first embodiment device and the second embodiment device, how to prohibit the gear shifting operation when the gear shifting operation is prohibited due to the lockup release during the sudden braking. It is an example showing whether to release under normal conditions and to return to a normal shift operation.

[Judgment of condition for canceling shift inhibition by stopping vehicle]
FIG. 9 is a flowchart of a subroutine for determining a shift prohibition cancellation condition by stopping the vehicle, and each step will be described below.

At step 100, the current output shaft rotational speed No and the judgment reference output shaft rotational speed are input.

At step 101, it is judged whether the current output shaft rotation speed No is less than the judgment reference output shaft rotation speed.

In step 102, when it is determined in step 101 that the present condition No <the judgment reference No, the shift inhibition flag is set to the shift inhibition flag = 0.

In step 103, when it is determined in step 101 that the current condition No.gtoreq.the judgment reference No, the shift inhibition flag is set to the shift inhibition flag = 1.

Therefore, if the judgment reference output shaft rotation speed is set to zero or a value close to zero, as long as the output shaft rotation speed, that is, the wheel rotation speed is greater than the judgment reference output shaft rotation speed, the step The flow proceeds from 100 to step 101 to step 103, and the shift prohibition is maintained, but when the wheel rotation speed becomes less than the judgment reference output shaft rotation speed,
The flow proceeds from step 100 → step 101 → step 102, and the shift inhibition is released.

Therefore, this example is an example in which the shift inhibition is released when the wheel speed that can be regarded as wheel lock becomes equal to or lower than a predetermined value. In this case, if the lockup was not released, the engine speed was zero when the wheels stopped, and engine stall had already occurred. Based on the idea that it does not affect the results.

[Determination of Shift Prohibition Canceling Condition Based on Constant Time] FIG. 10 is a subroutine flowchart for determining a shift prohibition canceling condition based on a constant time. Each step will be described below.

At step 104, the shift inhibition flag state and the judgment reference n value are input.

At step 105, the shift inhibition flag is set to 1
It is determined whether or not the shift operation is prohibited.

In step 106, when it is determined in step 105 that the shift inhibition flag = 1, the shift inhibition time count value n is added by the expression n + 1.

At step 107, it is judged if the deviation between the shift inhibition time count value n and the judgment reference n value is less than zero.

In step 108, when it is determined in step 107 that the shift inhibition time count value n ≧ the reference value n, the shift inhibition flag is set to the shift inhibition flag = 0.

In step 109, when it is determined in step 105 that the shift inhibition flag = 0, the shift inhibition time count value n is reset to n = 0.

Therefore, if the lock-up release time is measured in advance and the criterion n value is set based on this prediction data, when the lock-up release end time is reached, step 104 → step 105 → The flow proceeds from step 106 → step 107 → step 108, and the shift inhibition is released.

Therefore, this example is an example in which the shift inhibition is released when the lockup release end time is reached. In this case, if the judgment reference n value is stored as a plurality of data as the time required to release the lockup from various operating states, the shift inhibition is released almost at the same time as the end of the lockup release.

[Determination of Shift Prohibition Release Condition Based on Sudden Braking Judgment] FIG. 11 is a subroutine flowchart for determining a shift prohibition release condition based on sudden braking determination. Each step will be described below.

At step 110, it is judged whether or not a sudden braking operation is being performed. This determination is made, for example, by a rapid deceleration determination process similar to the flowchart shown in FIG.

In step 111, when it is determined in step 110 that a sudden braking operation is in progress, the gear shift prohibition flag is set to the gear shift prohibition flag = 1.

In step 112, when it is determined in step 110 that the braking operation is not being performed, the shift inhibition flag is set to the shift inhibition flag = 0.

Therefore, when the shift operation is prohibited after the judgment of the sudden braking operation, but the braking operation becomes loose and it is judged by the judgment logic of the sudden braking that the sudden braking is stopped, the flow proceeds from step 110 to step 112. , The shift prohibition is released.

Therefore, in this example, if it is determined that the sudden braking is stopped, regardless of whether or not the lockup is released, the shift inhibition is immediately released, so that the shift is performed during the deceleration. It is possible to start with high startability from a large gear ratio (low gear) when starting.

[Determination of Shift Prohibition Releasing Condition Based on Transmission Torque] FIG. 12 is a subroutine flowchart for determining a shift prohibition releasing condition based on transmission torque. Each step will be described below.

In step 113, the turbine speed Nt
The engine speed Ne, the throttle opening TVO, and the determination reference torque are input.

At step 114, the engine speed Ne
The engine output torque is read from the throttle opening TVO and the engine map.

At step 115, the turbine speed Nt
The transmission torque of the torque converter is calculated from the engine speed Ne and the torque converter characteristic map.

At step 116, it is judged if the deviation between the engine output torque and the torque transmitted by the torque converter exceeds the judgment reference torque.

At step 117, Y at step 116.
When it is determined to be ES, the shift inhibition flag is set to the shift inhibition flag = 1.

In step 118, N in step 116
When it is determined to be O, the shift prohibition flag is the shift prohibition flag =
It is set to 0.

Therefore, paying attention to the fact that the torque transmitted through the lockup clutch 4 decreases as the lockup is released, and after the start of the lockup release, the clutch transmission torque is the reference torque for judging that the lockup release is completed. In that case, the flow proceeds in the order of step 113 → step 114 → step 115 → step 116 → step 118, and the prohibition of shift is released.

Therefore, this example is an example in which the shift inhibition is released at the time when it is confirmed that the release of the lockup clutch 4 is completed. As a means of this confirmation, for example, calculation is performed from the engine rotation speed and the throttle opening. The transmission torque of the lock-up clutch 4 is calculated from the comparison between the engine load that is generated, the engine rotation speed, the transmission input rotation speed, and the engine load that is calculated from the torque converter characteristics. Determine that is released.

[Determination of a plurality of shift prohibition cancellation conditions] In the above, an example in which the shift prohibition is canceled according to the vehicle stop, the fixed time, the sudden braking judgment, and the transmission torque has been shown, but these conditions are judged in parallel. However, the shift prohibition may be released when any one of the conditions is satisfied. in this case,
According to various vehicle conditions, the prohibition of the speed change operation can be released earliest.

Although the embodiments have been described above with reference to the drawings, the specific configuration is not limited to the embodiments, and modifications and additions within the scope of the present invention are included in the present invention. Be done.

[0143]

[0144]

[0145]

[Effect of the Invention] In the first invention of claim 1, wherein,
The lockup control pressure and the shift control pressure share a hydraulic source.
In a lockup and shift control system for an automatic transmission for a vehicle created by a hydraulic control unit , the shift mechanism is a stepped shift mechanism, and the lockup / shift control system is a lockup clutch when a sudden braking operation is detected. The control command for releasing or continuing the release is output to the lockup control actuator, and when the gear shifting operation has already been started at that time, the gear shifting operation is continued to end the gear shifting or the gear shifting operation is interrupted. It is executed by determining whether to shift to the shift speed before starting the shift, and in any case, the new shift after that is prohibited and the flow rate to the hydraulic source is negative.
Since the control command to keep the load small is output to the shift control actuator, the automatic transmission with the stepped transmission mechanism can reliably prevent engine stall during sudden braking.
The effect that can be obtained is obtained .

According to the second invention of claim 2 ,
The lockup and shift control system for an automatic transmission for a vehicle according to claim 1, wherein when the sudden braking operation is detected at a predetermined time or more after the start of the shift operation, the shift operation is continued to end the shift operation to set a target shift speed, In addition to the effect of the first aspect of the present invention, the gear shift operation is started when the sudden braking operation is detected, because the first gear position determining means for interrupting the gear shift within the predetermined time from the start of the gear shift and setting the original gear position is provided. The effect is that the gear can be determined easily.

According to the third invention of claim 3 ,
3. A lockup and shift control system for an automatic transmission for a vehicle according to claim 1, wherein a gear ratio calculating means for calculating a gear ratio from an input rotation speed and an output rotation speed of the stepped transmission mechanism, and a sudden braking operation detection time point. If the calculated gear ratio in step 1 is close to the target gear ratio, the gear shift is continued to end the gear shift to the target gear, and the calculated gear ratio at the time of sudden braking operation detection is the original gear shift. In the case where the gear ratio is close to the ratio, the second gear position determining means for interrupting the gear shift to set the original gear position is provided. Therefore, in addition to the effect of the first aspect of the present invention, when the gear shift operation is started when the sudden braking operation is detected. The shift speed can be determined optimally.

According to the fourth invention of claim 4 ,
The integrated control device for lock-up and shift of an automatic transmission for a vehicle according to any one of claims 1 to 3, wherein a wheel speed is equal to or less than a predetermined value including stop, a predetermined time has elapsed, or no sudden braking. In addition to the above effect, the gear shift operation prohibition releasing means for releasing the prohibition of the gear shift operation when the condition of whether the lockup clutch is released or the lockup clutch is released is provided. The prohibition of can be lifted.

[Brief description of drawings]

FIG. 1 is a diagram corresponding to claims showing a lock-up and shift comprehensive control device for an automatic transmission for a vehicle according to the present invention.

FIG. 2 is an overall view of a control system to which an integrated control device for lock-up and speed change of a continuously variable automatic transmission for a vehicle according to a first embodiment is applied.

FIG. 3 is a diagram showing an example of a lockup schedule.

FIG. 4 is a Mayroutine flowchart showing the flow of the lockup and shift comprehensive control operation performed by the A / T computer of the first embodiment.

FIG. 5 is a subroutine flow chart showing a sudden braking determination process in the sudden braking determination unit of the first embodiment device.

FIG. 6 is a May-routine flowchart showing the flow of lockup and gear shift comprehensive control operation of the stepped automatic transmission for a vehicle according to the second embodiment.

FIG. 7 is a sub-routine flowchart for determining whether or not to continue shifting in a fixed time period when shifting is started when the lockup is released by sudden braking.

FIG. 8 is a subroutine flowchart for determining whether to continue shifting according to a gear ratio when gear shifting is started when lockup is released by sudden braking.

FIG. 9 is a flowchart of a subroutine in which the shift prohibition cancellation condition determination unit cancels the shift prohibition by stopping the vehicle.

FIG. 10 is a flowchart of a subroutine in which a shift prohibition cancellation condition determination unit cancels a shift prohibition at a fixed time.

FIG. 11 is a flowchart of a subroutine in which a shift prohibition cancellation condition determination unit cancels a shift prohibition based on a sudden braking determination.

FIG. 12 is a flowchart of a subroutine in which a shift prohibition cancellation condition determination unit cancels a shift prohibition by transmission torque.

[Explanation of symbols]

a engine b Speed change mechanism c Lock-up clutch d Fluid transmission joint e Hydraulic power source f Hydraulic control unit g Lock-up control actuator h Shift control actuator i Sudden braking operation detection means Comprehensive control means for lock-up and shifting k First gear position determining means m Gear ratio calculation means n Second gear position determining means o Gear change operation prohibition release means

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification code FI // F16H 59:54 F16H 59:54 (56) References JP-A-2-227342 (JP, A) JP-A-63-74732 (JP, A) JP-A-4-366067 (JP, A) JP-A-57-161358 (JP, A) JP-A-58-68538 (JP, A) JP-A-63-9771 (JP, A) Kaihei 5-215211 (JP, A) JP-A-3-89067 (JP, A) (58) Fields investigated (Int.Cl. ⁷ , DB name) F16H 59/00-61/24 F16H 63/40- 63/48 B60K 41/00-41/28

Claims (4)

(57) [Claims] 1. The input side is an engine and the output side is a step change
Is connected to the fast mechanism, a fluid transmission coupling having a possible lock-up clutch directly connecting the input and output that transmits power through the fluid, the organic and engagement and release control pressure of the lock-up clutch
A hydraulic control unit that creates the shift operation control pressure of the speed change mechanism based on the operating pressure due to the flow rate from a common hydraulic source; and a hydraulic control unit that is provided in the hydraulic control unit and arbitrarily controls clutch engagement / release according to a control command from the outside. Lock-up control actuator, a gear shift control actuator that is provided in the hydraulic control unit and that arbitrarily controls the gear shifting operation that changes the gear stage in response to an external control command, and a sudden brake that detects whether or not a sudden braking operation is in progress. When an operation detecting means and a sudden braking operation are detected, a control command for releasing or continuing the release of the lockup clutch is output to the lockup control actuator, and at that time point.
If the gear shifting operation has already started with, continue the gear shifting operation.
To end the shift, or interrupt the shift operation and start shifting
Execute after judging whether to shift to the previous gear
Also comprises a lock-up / shift comprehensive control means for outputting to the shift control actuator a control command for inhibiting a new shift thereafter and reducing the flow rate load on the hydraulic power source. Comprehensive control device for automatic transmission lockup and gear shifting. 2. The integrated control device for lock-up and shift of an automatic transmission for a vehicle according to claim 1, wherein a sudden braking operation is detected at a predetermined time or more from the start of the shifting operation.
If it is descending, the gear shift is continued, the gear shift is ended, and the target gear
However, if it is within the predetermined time from the start of shifting, shifting is interrupted and the original
An integrated control device for lock-up and shift of an automatic transmission for a vehicle, which is provided with a first shift stage determining means as a shift stage . 3. The lockup and shift control system for an automatic transmission for a vehicle according to claim 1, wherein the gear ratio is calculated from the input rotation speed and the output rotation speed of the stepped transmission mechanism.
And the gear ratio calculation means that calculates the gear ratio at the time of sudden braking operation detection.
If the gear ratio is close to the gear ratio, continue the gear shift and end the gear shift.
The target gear stage and the gear ratio at the time of sudden braking operation detection
If the calculated value is close to the original gear ratio, stop shifting.
A comprehensive control device for lock-up and shift of an automatic transmission for a vehicle, characterized in that a second shift stage determining means for setting the original shift stage is provided . 4. The integrated control device for lock-up and shift of an automatic transmission for a vehicle according to claim 1, wherein the wheel speed is equal to or lower than a predetermined value including stop, or a predetermined time has elapsed. Or
It is judged that it is not sudden braking, or the lockup clutch is
When either of the conditions that it is judged to be released is satisfied, the gear shift
An integrated control device for lock-up and shift of an automatic transmission for a vehicle, which is provided with a shift operation prohibition canceling means for canceling a prohibition of operation .