JPS6253740B2 - - Google Patents

Description

[Detailed description of the invention]

The present invention relates to the control of an on-vehicle automatic transmission having a torque converter with a direct coupling clutch, and more particularly to automatic lockup control of a direct coupling clutch. Conventional lock-up control for automatic transmissions of this type automatically applies torque to a direct coupling clutch when the vehicle speed exceeds a certain level in a specific gear position (for example, 3rd gear or overdrive). The output shaft of the converter is directly connected to the engine output shaft (lockup), and at other times the direct coupling clutch is disconnected and the input shaft of the torque converter is connected to the engine output shaft. Torque converters change gears according to the load when the vehicle starts, suddenly accelerates, and changes gears, so they enable smooth starts, smooth acceleration, smooth gear changes, etc., and also prevent engine knocking, stalling, etc. It has the characteristic that it is difficult to cause problems. However, when the load is low or the engine speed is high, a fluid coupling condition occurs, and gear shifting is not performed, resulting in only power loss due to slippage, resulting in poor fuel efficiency. One way to improve this problem is to use the torque converter with a direct coupling clutch, which I mentioned earlier. By directly coupling (locking up) the engine output shaft to the output shaft of the torque converter by means of a direct coupling clutch, power loss is reduced and therefore fuel efficiency is improved. However, in the past, lock-up was only performed in third gear or overdrive when the speed exceeded a predetermined value, so the improvement in fuel efficiency was small, and when the accelerator was depressed deeply, the engine would knock or the torque would drop. There was a problem that the converter's torque amplification effect was not achieved, resulting in a lack of power performance. In order to take advantage of the fuel efficiency improvement effect of the lock-up and the gear shift effect of the torque converter, complex control is required as described later, but conventional systems are capable of controlling 3-speed (vehicles up to 3rd gear) or Since only simple control is possible, such as locking up at a certain speed or higher in overdrive (vehicles with fourth-speed overdrive), if lockup is performed at a low speed with priority on fuel efficiency, the power performance will be greatly reduced. On the other hand, if you lock up at high speeds with priority given to power performance, there will be a contradiction in that the effect of fuel saving during normal driving will decrease.
It can be said that setting the lock-up vehicle speed was the result of a compromise between fuel efficiency requirements and power performance requirements. In the present invention, lock-up is possible at each gear stage, and in the range where the shift effect of the torque converter is effective, the torque converter is set in the torque converter state to prevent a drop in power performance, and in the range where the shift effect is not effective, the lock-up state is set, and furthermore, the lock-up is The purpose of the present invention is to apply the control to each gear stage and use the lockup over a wide range to further improve fuel efficiency. According to the studies of the present inventors, lock-up may be advantageous depending on the combination of both engine torque and engine speed at each gear stage. To explain this below, the torque of the torque converter output shaft is T ₀ and the rotation speed of the output shaft is N ₀ when the transmission gear ratio 1 is currently running in lock-up mode.
Assuming that the throttle opening is 30% and the engine is operating at point A in Figure 1, then T _0A = T _ELU −(1) N _0A = N _ELU −(2) However, T _0A : Point A T _ELU : engine torque at point A, N _0A : rotational speed of the torque converter output shaft at point A, N _ELU : engine rotational speed at point A. Assuming that the lock-up is released from this running state and the input shaft of the torque converter is connected to the engine output shaft, and the engine operating state shifts to point B, then T _0B = t×T _ETC −(3) N _0B =e×N _ETC −(4) However, _T0B : Torque of the torque converter output shaft at point B, t: Torque ratio, output torque of the torque converter/
Input torque, T _ETC : Engine torque at point B, N _0B : Rotational speed of torque converter output shaft at point B, e: Slip ratio of torque converter N _ETC : Engine rotational speed at point B. Now, in order to make the vehicle speed the same at point A and point B, N _0A = N _0B - (5), therefore, e = N _0B /N _ETC = N _0A /N _ETC = N _ELU / N _ETC - (6) Torque ratio t = T _0B /T _ETC is uniquely defined for each torque converter as shown in Figure 2, and engine torque is generally determined at high throttle as shown by the solid line in Figure 1. It decreases as the rotation speed increases, except when opening. From the above equations (3) and (1), when t≦T _ELU /T _ETC , T _0B ≦T _0A (7). When T _0B ≦T _0A , even in lock-up operation, a larger engine torque T _0A can be obtained than in lock-up release operation, so lock-up operation is more advantageous. Therefore, by finding the point T _0B =T _0A at each throttle opening and connecting the points, a solid line is obtained as shown in FIG. 3, and the shaded area is the area where lock-up operation is advantageous. Next, the engine rotational speed is converted to the rotational speed of the torque converter output shaft, and a region where lock-up operation is advantageous is determined from the relationship between this and the throttle opening, resulting in the shaded region shown in FIG. 4a. Each gear has a region where lock-up operation is advantageous. This is shown in Figure 4b. Note that the solid lines indicate the shift boundaries, and "1, 2, 3, 4" refer to the first speed, second speed, third speed, and fourth speed, respectively. Diagonal lines indicate regions where lock-up operation is advantageous in second, third, and fourth gears from the right, respectively. It should be noted that in the first speed, there is only a small area where lock-up operation is advantageous, and the gear is immediately changed to second speed, so in the present invention, lock-up operation is not performed, but lock-up release operation is performed in which the torque converter is always connected. Therefore, a region where lock-up operation is advantageous is not shown in the first speed region. Corresponding to the fact that such a region where lock-up operation is advantageous exists in each gear stage, a lock-up operation region is determined as shown in FIG. 4c. 4th c
In the figure, the solid lines indicate the lock-up boundaries in 2nd, 3rd, and 4th gears from the right, and the dotted lines indicate the boundaries for lockup in 2nd, 3rd, and 3rd gears from the right, respectively.
This shows the boundary between lock-up release in 5th and 4th speeds. The reason why the boundary between lockup and lockup release is separated in this way is to avoid an unstable situation in which lockup and lockup release are repeated alternately due to slight fluctuations in vehicle speed. By determining the boundaries between lockup operation and lockup release in this manner, lockup and lockup release can be automatically performed with reference to the boundaries at two or more gear positions. The problem with lock-up driving with many gears as described above is that when the accelerator is released in the lock-up state, that is, when engine braking is applied, the shock of the automatic transmission and engine is large, and that the vehicle speed temporarily changes. The fluctuations may be large and driving may become unstable. If many gears are locked up, the vehicle speed will fluctuate a lot when the accelerator is released. A first object of the present invention is to reduce shock and vehicle speed fluctuations when the accelerator is released in order to increase the power efficiency of an automatic transmission and improve fuel efficiency by performing lock-up control on two or more gears. In one preferred embodiment of the present invention, each boundary shown in FIG. 4c is fixedly stored in a read-only semiconductor memory device (hereinafter referred to as ROM) with the lowest vehicle speed value that is locked up using the throttle opening as an address. . ROM for convenience of explanation below
The memory area storing the lock-up boundaries and lock-up release boundaries for each gear stage is called a table, and is named as shown in Table 1 below.

[Table] While driving, if the gear is in 2nd gear, it is checked whether it is in a lock-up state or not, and if it is in a lock-up state, it is specified in table _ATC and the throttle opening at that time is used as an address. The maximum vehicle speed of Table A _TC is read out and compared with the vehicle speed at that time. If the latter is less than the former, the lock-up is released (direct coupling clutch is released), and if the latter exceeds the former, the lock-up state is continued. When the lockup is released, the table _ALU is specified and the throttle opening at that time is used as the address to read out the lowest speed of the table _ATC and compared with the vehicle speed at that time.If the latter is greater than the former, the lockup (direct coupling clutch) is activated. ), and if the latter has not reached the former, the lockup release state continues. In the case of 3rd gear, table B is in the lock-up state.
_TC is referenced, and table _BLU is referenced when the lockup is released, and in the case of fourth speed, table _CTC is referenced when the lockup is released, and table _CLU is referenced when the lockup is released.
Further, when the throttle opening is substantially zero, that is, when the accelerator pedal is released, the lockup is released, that is, the torque converter is connected. This is to prevent sudden release of the accelerator pedal during acceleration or during engine braking, since if the engine is locked up, a shock will be applied to the engine and cause a sudden change in vehicle speed. DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described in detail below by way of example embodiments with reference to the accompanying drawings. FIG. 5 is a schematic diagram showing an example of a hydraulic automatic transmission with an overdrive device, which is a controlled object of the present invention. This automatic transmission has 1 torque converter with direct coupling clutch, 2 overdrive mechanisms, and 3 forward drive mechanisms.
The torque converter 1 is a well-known one including a pump 5, a turbine 6, and a stator 7, and the pump 5 is connected to an engine crankshaft 8, and the turbine 6 is connected to a turbine shaft. It is connected to 9. The turbine shaft 9 constitutes the output shaft of the torque converter 1, which also serves as the input shaft of the overdrive mechanism 2, and is connected to a carrier 10 of a planetary gear system in the overdrive mechanism. Further, a direct coupling clutch 50 is provided between the engine crankshaft 8 and the turbine shaft 9, and mechanically couples the engine crankshaft 8 and the turbine shaft 9 when the direct coupling clutch 50 is operated. A planetary pinion 14 rotatably supported by a carrier 10 meshes with a sun gear 11 and a ring gear 15. There is an overdrive multi-disc clutch between sun gear 11 and carrier 10.
C ₀ and an overdrive one-way clutch F ₀ are provided, and an overdrive multi-disc brake is provided between the sun gear 11 and the housing or overdrive case 16 containing the overdrive mechanism.
B ₀ is provided. The ring gear 15 of the overdrive mechanism 2 is connected to the input shaft 23 of the gear transmission mechanism 3. A front multi-disc clutch _C1 is provided between the input shaft 23 and the intermediate shaft 29, and a multi-disc clutch for reverse is provided between the input shaft 23 and the sun gear shaft 30.
_C2 is provided. A multi-disc brake is installed between the sun gear shaft 30 and the transmission case 18.
B ₁ and multi-disc brake B ₂ via one-way clutch F ₁
is provided. The sun gear 32 provided on the sun gear shaft 30 includes a carrier 33, a planetary pinion 34 supported by the carrier, a ring gear 35 meshing with the pinion, another carrier 36, and a planetary nion 37 supported by the carrier. , a ring gear 38 that meshes with the pinion.
Together, they form a two-row planetary gear mechanism. The ring gear 35 in one planetary gear mechanism is connected to the intermediate shaft 2.
It is connected to 9. Further, the carrier 33 in this planetary gear mechanism is connected to a ring gear 38 in the other planetary gear mechanism, and these carriers and ring gear are connected to an output shaft 39.
Further, a multi-disc brake _B3 and a one-way clutch _F2 are provided between the carrier 36 and the transmission case 18 in the other planetary gear mechanism. Such a hydraulic automatic transmission with an overdrive device engages or releases each clutch and brake according to the engine output and vehicle speed by a hydraulic control device, which will be explained in detail below. It is designed to perform four forward gear shifts including O/D) or one reverse gear shift by manual switching. Table 2 shows the gear positions and operating conditions of the clutch and brake.

【table】

[Table] Here, ◯ indicates that each clutch and brake are in an engaged state, and × indicates that they are in a released state. The clutches C ₀ , C ₁ , C ₂ and the brakes B ₀ , B ₁ , B ₂ , B ₃ of the automatic transmission and the direct coupling clutch 50 of the torque converter are selectively activated to activate the hydraulic circuit for automatic gear shifting operation. It is shown in Figure 6. The hydraulic circuit shown in FIG. 6 includes an oil reservoir 100 and an oil pump 1.
01, pressure regulating valve 102, auxiliary pressure regulating valve 10
3. Cutback valve 190, throttle valve 20
0, manual valve 210, 1-2 shift valve 22
0, 2-3 shift valve 230, 3-4 shift valve 24
0, low coast modulator valve 250, intermediate coast modulator valve 255, accumulator valve 260, 270, 280, flow control valve with check valve 290, 300, 305, 31
0, solenoid valves 320 and 330, a dual sequence valve 340, a cooler bypass valve 350, a lock-up clutch control valve 360, a lock-up control solenoid valve 370, and oil passages that connect these valves with the hydraulic servo of the clutch and brake. Hydraulic oil pumped up from an oil reservoir 100 by a hydraulic pump 101 is adjusted to a predetermined oil pressure (line pressure) by a pressure regulating valve 102 and supplied to an oil path 104 and an oil path 103'. The pressure oil supplied to the auxiliary pressure regulating valve 103 through the oil passage 103' is regulated to predetermined torque converter pressure, lubricating oil pressure, and cooler pressure according to the throttle pressure of the throttle valve 200. Manual valve 210 connected to oil passage 104
is connected to a shift lever provided at the driver's seat, and is manually moved to P, R, N, D, 3, 2, and L positions according to the range of the shift lever. Table 3 shows oil passage 104 and oil passages 105, 106, 109, 11 at each shift lever position.
Indicates the communication status with 0. 〇 indicates that there is communication.

[Table] The first solenoid valve 320 that controls the 2-3 shift valve 230 closes the valve port 321 when not energized to generate oil pressure in the oil passage 111 that communicates with the oil passage 106 via the orifice 322, and closes the valve port 321 when energized. Mouth 32
1 is opened to discharge the pressure oil in the oil passage 111 from the oil drain port 323. 1-2 shift valve 220 and 3-4
Second solenoid valve 3 that controls shift valve 240
Reference numeral 30 denotes an oil passage 112 which closes a valve port 331 and communicates with the oil passage 104 via an orifice 332 when the current is not energized.
When energized, the valve port 331 is opened and the pressure oil in the oil passage 112 is discharged from the oil drain port 333. Table 4 shows the relationship between energization and de-energization of the solenoid valves 320 and 330 controlled by the electronic circuit described later and the gear state of the automatic transmission.

[Table] The 1-2 shift valve 220 is equipped with a spool 222 with a spring 221 on one side, and in the first gear, the solenoid valve 330 is energized and the oil passage 112 is depressurized, so the spool 222 is connected to the oil passage. 113 to the right end oil chamber 223, and in the second speed, the solenoid valve 330 is de-energized, hydraulic pressure is generated in the oil passage 112, and the spool 222 is set to the left in the figure. In the third and fourth speeds, the spool 232 of the 2-3 shift valve, which will be described later, is set to the right in the figure and the left end oil chamber is evacuated through the oil passage 113, so the spool 222 is fixed to the left in the figure. The 2-3 shift valve 230 includes a spool 232 with a spring 231 on its back.In the first and second speeds, the solenoid valve 320 is energized and no oil pressure is generated in the oil passage 111, so the spool 232 is connected to the spring 231. The solenoid valve 320 is de-energized and the oil passage 111 is set to the left side in the figure due to the action of
Hydraulic pressure is generated and the position is set to the right in the figure. The 3-4 shift valve 240 includes a spool 242 with a spring 241 placed behind it, and in the first and second speeds, line pressure enters the oil chamber 243 through the oil passage 114, and the spool 242 is fixed to the left in the figure. In the third and fourth speeds, the oil passage 114 is depressurized, and in the third speed, the solenoid valve 330 is energized and the oil passage 112 is depressurized, so the spool 242 is set to the left in the figure by the action of the spring 241. In 4th gear, solenoid valve 3
30 is de-energized, hydraulic pressure is generated in the oil passage 112, and the spool 242 is set to the right in the figure. In the throttle valve 200, the indicator valve 201 strokes in response to the amount of depression of the accelerator pedal, compressing the spring 203 between the valve 201 and the valve spool 202, and generating throttle pressure in the oil passage 124. When the manual valve 210 is in the N position, the solenoid valve 330 is de-energized and oil pressure is generated in the oil passage 112, so the 3-4 shift valve 240 is moved to the left end oil chamber 2.
Hydraulic pressure is supplied to the spool 244, and the spool 242 is set to the right in the drawing. In this state, the oil passage 104 is 3-
communicates with the oil passage 115 via the 4-shift valve 240,
The brake B ₀ is engaged, the oil passage 120 communicates with the drain boat to exhaust pressure, the clutch C ₀ is in the open state, and the overdrive mechanism 8 is engaged with an overdrive gear. When the manual valve 210 is manually shifted to the R position, oil pressure is generated in the oil passage 110 and the spool 232 is moved to the right end of the 3-4 shift valve 240 via the 2-3 shift valve 230 set on the left side in the figure and the oil passage 114. Hydraulic pressure is supplied to chamber 243. As a result, N-
During the R shift, the overdrive gear engagement is maintained in the overdrive mechanism 2 for about 1 second, and the planetary gear mechanism 8 is engaged in the reverse gear. N-
When one second has passed after the R shift, the oil pressure in the oil chamber 243 increases, the spool 242 moves to the left in the figure, the oil passage 104 communicates with the oil passage 120, oil pressure is supplied to the clutch _C0 , and the oil passage 115 is drained. As a result, the brake _B0 is released and the clutch _C0 is engaged, the overdrive mechanism 2 is in direct gear engagement, and the planetary gear unit is in the normal reverse state. In addition, when a manual N-D shift is performed, in the first gear, the spool 222 of the 1-2 shift valve 220 is on the right side in the figure, and the oil path 1 that communicates with the brakes B ₁ and B ₂ is located on the right side in the figure.
16 and 117 are exhausted, and no oil pressure is supplied to the oil passage 118 communicating with the brake B ₂ , so the brakes B ₁ , B ₂ , and B ₃ are open. In addition, in the first speed, the dual sequence valve 340 uses line pressure supplied to the right end oil chamber 341 through the oil path 108 branched from the oil path 105 to compress the spring 345 installed behind it, and the spool 347 moves to the left in the figure. It is set. When the vehicle speed reaches a predetermined level, the solenoid valve 330 is de-energized by the output of the computer, and 1-
The spool 222 of the 2-shift valve 220 moves to the left in the figure, and the line pressure supplied via the oil lines 105 and 117, the flow control valve 310 and the accumulator 28
The brake _B2 is gradually engaged through the oil passage 128 and the dual sequence valve 3 through the oil passage 128.
40 is supplied to the left end oil chamber 346. As a result, when the sum of the elastic force of the spring 345 and the gradually increasing oil pressure in the oil chamber 346 becomes greater than the line pressure applied to the land 342, the spool 347 begins to move to the right in the figure. When the spool 347 moves to the right in the figure after the set time, the brake B ₁ is activated by the solenoid valve 3.
20, the spool 232 of the 2-3 shift valve 230 is on the left side in the figure, so the oil path 106 → 2
-3 Shift valve 230 → Oil passage 113 → Intermediate coast modulator valve 255 → Oil passage 12
Hydraulic pressure is supplied and engaged in the order of 4→1-2 shift valve 220→oil passage 116→dual sequence valve 340→oil passage 125. This provides the second speed in which engine braking is applied. At this time, the dual sequence valve 340 functions to determine the timing of engagement of the brake _B1 after the brake _B2 is engaged and the transmission section is in the second speed state. To shift to third gear, when the vehicle speed, throttle opening, etc. reach predetermined values, the solenoid valve 320 is de-energized by the output of the computer, and the 2-3 shift valve 23 is de-energized.
The spool 232 of No. 0 moves to the right in the figure, and the spool 232 of No.
06, 121, hydraulic pressure is supplied through the flow control valve 305 and the clutch C ₂ is engaged, and at the same time, the spool 222 of the 1-2 shift valve 220 moves to the left in the figure due to the exhaust pressure of the oil chamber 223 and the action of the spring 221. Fixed. In this third speed, the dual sequence valve 340 is supplied from the oil passage 121 and the oil passage 122 branched from the oil passage 121 to an oil chamber 344 formed by a land 342 and a land 343 having a diameter larger than the land 342 by a predetermined dimension, Since the spool 347 is moved to the left in the drawing, the oil passage 125 communicates with the oil drain port and is evacuated, and the brake _B1 is released. To shift to the 4th speed, the solenoid valve 330 is de-energized by the computer output, and the 3-4
The shift valve spool 242 moves to the right in the figure,
The oil pressure in the oil passage 120 is exhausted and hydraulic pressure is supplied to the oil passage 115, and the clutch C ₀ is released and the brake B ₀ is engaged. A 4-3 downshift from 4th speed to 3rd speed is performed in the reverse order of the 3-4 shift described above, so that the solenoid valve 330 is energized and the spool 242 of the 3-4 shift valve 240 moves to the right in the figure. The pressure in the oil passage 115 is exhausted and hydraulic pressure is supplied to the oil passage 120, and the brake B ₀ is released and the clutch C ₀ is engaged. For a 3-2 downshift from 3rd gear to 2nd gear, the solenoid valve 320 is energized and the 2-2 downshift is performed.
The spool 232 of the 3-shift valve 230 moves to the left in the drawing, the pressure in the oil passage 121 is exhausted, the clutch C ₂ is released, and the engagement of the one-way clutch F ₁ is completed, and then the oil passage 121 is released. Oil passage 12 branched from
2 and the oil chamber 344 connected thereto are exhausted, and the spool 347 of the dual sequence valve 340 is
The oil pressure supplied to the oil chamber 346 from the oil passage 128 and the elastic force of the spring 345 move the land 342 to the right in the figure against the oil pressure applied to the land 342, and the oil passage 125 is connected to the oil passage 116, and the brake B ₁ engagement takes place. At this time, the dual sequence valve 340 functions to time the engagement between the engagement of the one-way clutch _F1 and the engagement of the brake _B1 . When the manual valve 210 is in the 3rd position, the 1st, 2nd, and 3rd gears are shifted in the same way as in the D position, but the 3rd to 4th gears are shifted through the oil passages 106 and 114.
Since line pressure enters the right end oil chamber 243 of the shift valve and fixes the spool 242 to the left in the drawing, no shift to the fourth speed occurs. Further, if the manual valve 210 is in the D position and the vehicle is manually shifted to D-3 while the vehicle is running in fourth gear, a downshift to third gear is immediately performed. When the manual valve 210 is in the 2nd position, the first
The speed is the same as when the manual valve is in the D position, and in the second speed, the brake _B1 is engaged through the oil passages 106 and 116 to apply engine braking. In addition, when manually shifting to the 2nd position while driving in 3rd gear, the output of the computer is transferred to the solenoid valve 320 when the speed has decelerated to the planned speed.
energizes to cause a 3-2 downshift. When the manual valve 210 is shifted to the 1 position, oil pressure enters the oil passage 109, line pressure is supplied to the right end oil chamber 233 of the 2-3 shift valve 230, the spool 232 is fixed to the left in the figure, and the spool 232 is immediately 4-
A 2 or 3-2 downshift occurs. 2-1
A downshift is performed by de-energizing the solenoid valve 330 using the output of the computer when the vehicle speed has been decelerated to a predetermined speed. At the same time, the oil pressure in the oil passage 109 is controlled by the oil passage 107, the low coast modulator valve 250,
Brake B ₃ is engaged via oil passages 123 and 118. Lockup clutch control valve 360
has a spool backed by a spring, and when the lock-up control solenoid valve 370 is deenergized, the pressure in the upper and lower end chambers of the spool is the same, so the spring moves downward as shown in the figure. The oil pressure of the oil passage 103' is applied to the oil passage A of the direct coupling clutch 50,
Drain oil pressure is applied to the oil passage B through the auxiliary pressure regulating valve 103 and the cooler bypass valve 350, thereby releasing the direct coupling clutch 50 (non-locking up). When the lock-up control solenoid valve 370 is energized, the spool in the lock-up clutch control valve 360 is driven upward against the spring force, and the oil passage A of the direct coupling clutch 50 is used as the drain oil pressure, and the oil passage B is used as the oil passage. The hydraulic pressure becomes 103', thereby locking up the direct coupling clutch 50. In the hydraulic circuit of FIG. 6 explained above,
Brake during 1-2 shift and 3-2 downshift with one dual sequence valve 340
It is possible to time the actions of B ₁ , brake B ₂ and one-way clutch F. FIG. 7 shows a digital electronic control device 40 that controls the opening and closing of solenoid valves 330, 320, and 370 to perform automatic shift control and lock-up control.
The schematic configuration of 0 is shown. Digital electronic control device 40
0 is called a central processing unit or microprocessor, and its main component is a large-scale integrated semiconductor logic device (hereinafter abbreviated as CPU) 401 having advanced digital arithmetic processing functions, and its logic operation control program, , a read-only storage device (hereinafter referred to as ROM) 402 that fixedly stores various data, a read/write storage device (hereinafter referred to as RAM) 403 that stores and reads data read from the ROM 402 and temporary input/output data, A system controller 40 that specifies input/output ports 404, clock pulse generator 405, frequency divider 406, and read/write storage devices.
Consists of 7. CPU401, ROM402 and RAM403
, the address line, data line and clock pulse line are commonly connected, the basic clock is generated from the oscillator 405, and each device 40
It is applied to basic clock input terminals 1 to 403 and 406. A frequency divider 406 divides the frequency of this basic clock and applies it to the interrupt terminal of the CPU 401. In this embodiment, an interruption, a change in the running state of the vehicle to running on a hill, or a change from running on a hill to running on a flat road is detected, and in response to this, the switching of the running range is restricted or the switching of the running range is controlled. In order to change the conditions, this is done at the output pulse period of the frequency divider 406. An outline of the interrupt operation in the CPU 401 will be explained below with reference to FIG.
The program in ROM 402 is advanced one by one by a program counter. What is the interrupt function?
This is a function that forcibly moves the address of the program counter to a specific address (address 3CH in Figure 8) when a pulse is applied to the interrupt terminal of the CPU 401, and the interrupt command that executes this interrupt function is
An interrupt instruction is not executed at a program address that is held in the CPU 401 and would cause an error if executed. The interrupt instruction is held up to address ABH of the program where the interrupt can be interrupted, where the interrupt is recognized, the code on the program counter changes to a specific interrupt address (address 3CH in Figure 8), and the code at that address is When the program execution is completed, the program returns to the address ACH next to the interrupt instruction recognition address. In addition to such interrupt detection and interrupt execution programs, the ROM 402 also contains the following programs, which will be described later.
A travel speed range judgment program for flat road driving and its reference data, a travel speed range switching program, a slope driving detection program and its reference data, a travel speed range switching constraint program,
Program data such as restraint release programs, reference data used for their judgment and detection,
Further, program data such as a non-lockup restraint program, a lockup temporary release program, a throttle opening acceleration detection program, etc., and constant data referred to in their execution are stored.
These programs are executed mainly depending on the shift lever position (L, 2, 3, D, R, etc.), vehicle speed (rotational speed of the output shaft of the automatic transmission), and throttle opening. , the solenoid valves 320, 330 and 370 are activated by executing the program.
is controlled to open and close. Therefore, a shift lever position sensor 410, a vehicle speed signal generator 420, a throttle opening sensor 430, and solenoid drivers 440, 441, and 442 are connected to the input/output port 404. In addition, in FIG. 7 and the following explanation, the input/output port 404 and the frequency divider 406 are connected to the ROM 4.
02.Although we will explain it separately from the RAM 403, there are also ROMs and RAMs in which input/output ports are housed in one chip, and even RAM in which a frequency divider and input/output ports are housed in one chip. exist. Therefore, it should be noted that the representations in the drawings and the description of the configurations described below are based on one representation system, and there may be no necessity for all devices or elements to be combined exactly as shown. FIG. 9a shows a specific example of basic elements of the digital electronic control device 400 shown in FIG. In this example, the ROM 402 has two chips 402
-1 and 402-2. By applying a constant voltage of +5V to each part and closing the switch 407, the ROM 402
-1,402-2 The control operation starts from the beginning of the program (START), and the ROM40
In accordance with the programs stored in 2-1 and 402-2, each operation described below is repeatedly continued. +5V
The constant voltage is given by the constant voltage circuit shown in FIG. 9b. As shown in FIG. 9c, the vehicle speed generator 420 includes an induction coil 421 and a pulsing circuit 422 that detect rotation of a permanent magnet connected to the output shaft of the transmission.
The pulse generating circuit 422 outputs a pulse having a frequency proportional to the rotation speed of the output shaft. This output pulse is applied to the count pulse input terminal CLK of the counter COU. counter
The COU count code is provided to the latch LUT. This latch operation and counting operation are continued while constant periodic pulses are applied to the frequency divider FDE from the output terminal TimerOUT of the RAM 403. Therefore, the output code of the latch LUT represents the vehicle speed, and the input ports RA0 to RA7 of the ROM402-1
is applied to 9d to terminals PB0 to PB7 of ROM402-1.
As shown in the figure, the switch of the shift lever position sensor 410 is connected via connectors 451 and 452. Also, ports PA0 to PA7 of RAM403
In addition, the connectors 453 and 454 are connected as shown in FIG. 9f.
The throttle opening sensor 430 is connected through the
Solenoid drivers 440 to 44 as shown in figure g.
2 are connected. The throttle opening sensor 430 has a shaft 431 that is connected to the rotating shaft of the throttle valve and rotates together with the rotating shaft, a plurality of rotary contacts fixed to the shaft, and fixed contact pieces equal in number to the number of contacts.
This is a potentiometer type digital code generator.
Fig. 10b shows a sectional view taken along the line ZB-ZB. The digital code generator 430 is a 4-bit code that represents the throttle opening in 16 steps from 0 to 15, and has four output leads 432 that output bit signals for each of the first to fourth digits. ₁ to 432 ₄ and one ground connection lead 432 _G are connected to each of the divided printed electrodes of the disk-shaped printed circuit board 433.
An enlarged plan view of the printed circuit board 433 is shown in FIG. 10c. The printed circuit board 433 has divided electrodes 433 ₁ to 4 for obtaining each bit output of the first to fourth digits.
33 ₄ and a split electrode 433 maintained at ground potential.
_G is formed, and four divided electrodes 433 ₁ ~
₄₃₃₄ is arranged in each divided portion when the printed circuit board 433 is divided into four at 90° intervals. This printed circuit board 433 is fixed to a housing base 434. A slider 435 made of an elastic material is fixed to the shaft 431. This slider 4
A plan view of 35 is shown in FIG. 10d. This slider 435 has four arms 435 ₁ at 90° intervals.
~435 ₄ is formed, and arm 435
Another arm _435G is formed between ₁ and ₄₃₅₄ . These arms 435 ₁ to 43
Contact members 436 ₁ to 436 ₄ and 436 _G are fixed to the tips of each of 5 ₄ and 435 _G , and as shown in FIG. 10b, a printed circuit board 433 is fixed to the housing, and the shaft 431
When the contact members 436 1 to 4 are fixed, the contact members 436 ₁ to 4
36 ₄ are divided electrodes 433 ₁ to 433
_The contact member _436G contacts the innermost arcuate portion of the divided electrode _433G . That is, in the rotation range (90 degrees) of the shaft 431, the contact member 436 _G is always in contact with the divided electrode 433 _G , but each of the contact members _{436 1 to} 436 _{4 is}
Depending on the outermost electrode pattern, it may or may not contact each divided electrode. For example, when looking at the split electrode 433 ₁ , it is at ground potential when the contact member 436 ₁ is in contact with it, and the connection lead 432 ₁ connected to it via through-hole plating and the back electrode is at ground potential. When the contact member 436 ₁ is not in contact with the connection lead 432 ₁ and the split electrode 43
3 ₁ is the +5V level. This is because a voltage of +5V is applied to lead ₄₃₂₁ via connectors 453 and 454 as shown in FIG. 9e. In this way, each of the divided electrodes 433 ₁ to 433 ₄ is formed with an electrode pattern that becomes the ground level or the +5V level depending on the rotation angle of the shaft 431, that is, the slider 435. In this embodiment, the 90° rotation range of the shaft 431 is divided into 16 parts to represent the throttle opening in 16 stages, and the electrode pattern of each divided electrode 433 ₁ to 433 ₄ is Corresponding to the rotation angle, as shown in FIG. 10e, the ground level is set to "0" and the +5V level is "1" in a gray pattern, and the outputs θ ₁ to 432 of the connection leads 432 1 to _{432 4}
The _four bits of θ4 represent each of the throttle angles 0 to 15. Such a gray pattern is provided by the contact members 436 ₁ to 43
6 ₄ momentarily or temporarily splits the electrode 433 ₁ ~
This is to ensure that even if the throttle opening is in a non-contact state with ₄₃₃₄ , the throttle opening indicated by the codes θ ₁ to _{θ 4} at that time is not much different from the actual opening. For example, throttle opening is from 3 (0010) to 4.
(0100), in the transient state until the contact member 436 ₃ contacts the divided electrode 433 ₄ , the opening degree code remains 0010 to represent the opening degree 3, and represents an opening degree away from around the opening degree 4. There is no. In the case of a normal binary code, for example, opening degree 3 is 0011
Opening degree 4 is expressed as 0100, but while changing from 0011 to 0100, 0111 (opening degree 7), 0101 (opening degree 5), 0000 (opening degree 0), or 0001 (opening degree 1) However, the throttle opening sensor 430 described above does not generate such codes that are far apart from the opening degrees 3 and 4. Solenoid valve 32 having the same structure as in Fig. 11a.
Showing one back side of 0,330,370, its
A sectional view taken along the ZIB-ZIB line is shown in FIG. 11b. This solenoid valve is constructed by joining a valve plate 437 and a carrier 438 by spot welding, joining an orifice plate 439 to the valve plate 437 by projection welding, and then inserting a sleeve 440 into a hole in the carrier 438 to connect the tip of the sleeve 440 to the valve. The carrier 438 and the tail end of the core 441 are fixed to the back plate 443 by caulking with the coil case 442 attached by pressing the tip of the core 441 against the rear end of the sleeve 440. In addition, 4
44 is a plunger, and 445 is a compression spring. In this solenoid valve, the distance between the orifice plate 439 and the plunger 441, that is, the plunger operating space, is determined by the sum of the thickness of the valve plate 437 and the length of the sleeve 440.
Its accuracy depends only on the accuracy of the thickness of the valve plate 437 and the length of the sleeve 440, and the length error of the plunger 441 and the thickness error of the back plate 443 do not affect the determination of the operating space of the plunger 444. In this embodiment, when the shift lever 210 is in drive "D" and driving on a flat road, the shift lever 210 shifts from the first gear to the second gear (1→2) and from the second gear to the third gear (2→2). 3), from 3rd gear to 4th gear (3→
4) and vice versa (4→3), (3→2),
The boundary speed in the shift (2→1) is the 12th a
As shown in the figure, PD001 to PD006 are defined, and the throttle opening is set as an address in six memory areas of the ROM 402.
~PD006 vehicle speed values are stored in memory. The pattern shown in Fig. 12a is used as reference data for changing gears when driving on a flat road when the shift lever is in the "D" position, and when driving on a slope, the pattern is changed according to the slope of the slope. The modified data is used as reference data for gear change, and when the shift lever is in the "3", "2" and "1" positions, 3→4, 2→3 and 1→, respectively.
The pattern is changed to a pattern that restricts the second gear change. In other words, the pattern shown in FIG. 12a is the standard pattern. This pattern change is based on the shift lever position POSi or the slope slope (SLOPE2, SLOPE4, and SLOPE8) detected by the interrupt program.
This is done when writing to 3. That is, when the shift lever is in the "3" position, when writing the standard pattern to the RAM 403, PD00
5, as shown in FIG. 12b, the vehicle has shift lever position "3" and a gentle slope.
At SLOPE 8, PD005 and PD006 are stored in the RAM 403 as shown in Fig. 12c to indicate a constant vehicle speed that is not related to the throttle opening THRO, that is, the maximum speed that can be achieved in the third gear of the vehicle (140 km/h) corresponding to the maximum engine rotation speed. to create reference data for speed stage switching.
Similarly, when the shift lever position is SLOPE 3 on a medium slope slope, PD02 to PD006 are set as the maximum vehicle speeds that can be achieved in 2nd and 3rd speeds, regardless of the throttle valve opening THRO, as shown in Fig. 12d. Write as value. In addition, when the shift lever position is "L" and when the slope is steeply sloped 2, all patterns PD001 to PD006 correspond to each speed stage, regardless of the throttle opening THRO, as shown in Fig. 12e. Write as the maximum vehicle speed value. Speed stage switching with reference to patterns PD001 to PD006 of these various modes is performed as follows.
That is, a slope is detected by executing an interrupt program that is periodically executed based on the output pulse of the frequency divider 406 (FIG. 7), and the modes shown in FIGS. 12a to 12e described above are accordingly activated. 1
is selected. When the shift lever position is "D" while driving on a flat road, each of the patterns PD001 to PD006 shown in FIG. =9, SR=2, θ= of the boundary patterns PD002 and PD003 in that speed region
9, read the vehicle speed value Y1≒15 and X2=70 and compare it with the actual vehicle speed value AS, and if AS<15=Y1, 2→
1 When a gear shift command is issued and AS≧70=X2, 2→3
A shift command is issued, and if 15≦AS<70, the current status is fixed and no shift command is issued. When the shift lever position is at another position or when the slope is 8-2, the corresponding mode (Fig. 12b-2) is selected.
The two vehicle speed values of patterns PD001 to PD006 (boundary between high-speed switching and low-speed switching) in Figure 12d) are selected with reference to the current speed stage, and the actual vehicle speed is compared with these vehicle speed values. . However, when driving on a flat road with the shift lever "D", switching to all speeds is automatically performed, whereas with the shift lever position "3",
When the speed is "2" or "L" or when driving on a slope, the reference pattern data on the high speed side, that is, the vehicle speed comparison data, is determined to be the vehicle speed value corresponding to the maximum engine rotation at each speed stage. Therefore, if the driver, for example, accelerates with the shift lever in position "3" and reaches the maximum speed of the third gear, the gear will be changed to prevent the engine from overrunning. . The reason why the downshift patterns PD002, PD004, and PD006 are also shifted is to obtain precise engine braking. By fixing the shift-up pattern, which is the reference data, at a high vehicle speed value regardless of the opening degree of the throttle valve, hunting caused by temporary gear change during driving on a slope is eliminated. In addition, just to be sure, to explain the selection of the gears mentioned above a little more concretely, SLOP = 2 (first
In the case shown in Fig. 2d), patterns PD001 to PD006 are determined so that when the vehicle is traveling on a slope in 2nd gear, the gear ratio is not appropriate and the vehicle is driven in 1st gear (Fig. 12d). Therefore, 1→2 shift point X
1, 2→1 The shift point Y1 is fixed to the high speed side (X1=65Km/h, Y1=54Km/h in the example of Fig. 12d), and the other shift points X2, Y2, X3, Y3 are also fixed at 1→3. In order to prevent shifting from 1 to 4, the shift point is set to a higher speed side than the 1 to 2 shift point (in the example of Fig. 12d, X2 = 106 Km/h, Y2 = 96 Km/h,
3=140Km/h, Y3=129Km/h). When SLOPE=4, the gear ratio is not appropriate when the vehicle is running on a slope in 3rd gear.
Each pattern is determined so that the vehicle runs in 2nd speed or 1st speed. Therefore, for 1→2 shifting and 2→1 shifting, shift patterns PD001 and PD on Hiratanji are used.
002, the 2→3 shift point X2 and the 3→2 shift point Y2 are set to the high speed side (X2=106
Km/h, Y2=96Km/h). Furthermore
As in the case of SLOP=2, 3→4 shift point X3, 4
→3rd shift point Y3 is also fixed to the higher speed side than X2Y2. When SLOPE=8 (FIG. 12b), the gear ratio is not appropriate when the vehicle is running in 4th gear, so each pattern is determined so that the vehicle runs in 3rd gear, 2nd gear, or 1st gear. Therefore, 1 → 2 gear shift,
For 2→1 shift, 2→3 shift, and 3→2 shift, shift patterns PD001 and PD00 are applied to the flat road.
2. Using PD003 and PD004, 3→4 shifting
3, 4→3 gear shift Y3 is fixed to the high speed side (X3=140 Km/h, Y3=129 Km/h in the example of FIG. 12b). The shift lever position read by the shift lever position sensor is stored in RAM40 as POSi2.
3 or the previously stored POSi2 stored in a predetermined address of the internal RAM of the CPU 401, the shift lever stored in the memory address of POSi1 as the previous shift lever position is "N" and "R".
In this case, the program returns to the beginning, but
Before returning to the top of the program, solenoid 320,
330 to perform necessary controls. The current gear is internal to RAM403 or CPU401.
It is stored at a predetermined address in RAM. In this embodiment, the gears are 1st speed, 2nd speed, 3rd speed, and 4th speed.
Since there are four speeds, there are three shift points to compare when shifting. For example, when the current gear position is the first gear, the next possible gear shifts, ignoring the actual gear shift, are 1→2 shift, 1→3 shift, and 1→4 shift. If the current gear is 2nd gear, 2→1 gear, 2→3 gear, 2→4 gear; If the current gear is 3rd gear, 3→4 gear, 3→2 gear,
If the current gear position is 4th gear, then the 4th to 3rd gear, the 4th to 2nd gear, or the 4th to 1st gear. In the manner described above, three shift points can be created for the current gear position. These three shift points are PAX1, PAX
2, PAX3, there are six shift points for the current gear (1→2:X1, 2→1:Y1, 2→3:
X3, 3 → 2: Y 2, 3 → 4: X 3, 4 → 3: Y
Three necessary shift points PAX1, PAX from 3)
2. PAX3 can be determined. This is shown in Table 5.

[Table] Changes in the shift point due to the shift lever position are fixed as shown in FIGS. 12a and 12b described above (in FIG.
In figure b, an example of the “3” range is shown). Do not change when the shift lever is in "D". When in the “3” range, so that the 3rd → 4th gear shift is not performed.
Set PAX3 (3→4 shift point) to the high-speed side (for example, 223
Km/h). When in the “2” range, the first
As shown in Figure 2e, PAX2 (2→3 shift point) is
Fix PAX3 (3→4 shift point) to the high speed side.
When in the “L” range, 1 as shown in Figure 12d.
→ PAX1 (1→2 shift point) and PAX2 (2
→3 shift point) and PAX3 (3→4 shift point) are fixed to the high speed side. Next, the vehicle speed (RPM) is compared with the three shift points to determine the gear position based on the vehicle speed at that point. That is, the gear position is determined based on the vehicle speed (RPM), the shift lever position POSi2, and the road condition SLOP. When the next gear position relative to the current gear position is determined in this manner, output is performed to operate the solenoid valves 320 and 330 as shown in Table 4. Next, the above-mentioned interrupt will be explained. As mentioned above, this interrupt is used to detect a slope and cancel the slope. First, to explain slope detection, the driving equation while the car is running is expressed as follows. T=μ _r W + μ _a SV ² +α/100W +0.278 (W+ΔW)/gdV/dt −(8) where T: Traction force of the vehicle (Kg) μ _r : Low rolling drag coefficient μ _a : Air resistance coefficient W : Weight of the car (Kg) ΔW: Equivalent weight of rotating parts of the car (Kg) S: Front projected area of the car (m ² ) V: Vehicle speed (Km/h) dV/bt: Acceleration of the car (Km/h sec) ) α: Road slope (%) (α=sinβ; β is road slope) g: Acceleration of weight (9.8m/sec ² ) The traction force when driving steadily on a flat road.
If we set TO, then from equation (8), TO=μ _r W + μ _a SV ² −(9) If we draw the relationship of equations (8) and (9) on the TV diagram, we get the 13th
It will look like figure a. Now, considering a driving state A on a curve T, the vehicle speed at that time is represented by V _A and the traction force is represented by T _A , and a steady driving state with the same speed V _A is a driving state A on a curve T ₀ . ₀ and the traction force is T _A0 . The difference in traction force between driving states A and _A0 , T _A - T _A0 , represents the load state on the vehicle in the steady running state on a flat road, and is derived from equations (8) and (9) as follows. T _A −T _A0 =μ/100W+0.278W+ΔW/gdV/
dt(10) When the relationship of equation (10) is expressed on the α vs. dV/dt diagram, the first
3 It is represented by a straight line L _A as shown in Figure b. Naturally, the flat road steady running state is represented by the origin 0 on FIG. 13b, and it is obvious that any other traveling state can be uniquely represented on FIG. 13b. When the driving state is A, as is clear from Fig. 13b, when driving on a flat road, the acceleration is g (TA - _{T A0} ) / 0.278 (W + ΔW), and if the acceleration is zero, In some cases, the vehicle is traveling on a slope with a gradient of 100 (T _A - T _A0 )/W. Similarly, when the road surface slope is α ₁ , the acceleration is (dV/dt) ₁ . Therefore, in any running state, the gradient of the slope can be uniquely known by detecting the traction force T, vehicle speed V, and acceleration dV/dt. Up to now, the explanation has been based on the implicit assumption that the weight W of the car is constant, but as is clear from equation (10), the weight W changes with the slope α and acceleration (dV/dt). The loads are equivalent, and the broken line L _A ¹ in the diagram represents a state in which the weight is greater than L _A , and the same acceleration (dV/dt) ₁ was detected between L _A and L _A ¹ . Even if α ₁ , α ¹
This means that the vehicle is traveling on different slopes such as ₁ . Furthermore, if the vehicle is traveling on the same slope α ₁ , different accelerations (dV/dt) ₁ and (dV/dt) ¹ ₁ will be detected. Therefore, in the following, we will explain the method of detecting slopes and controlling gear shifts without mentioning the weight of the car. It is clear that it can be replaced with ``. The above is the principle of slope detection. The traction force T can be substituted by detecting the torque of the wheel drive shaft, the opening degree of the throttle, the negative pressure in the intake pipe of the engine, etc. From now on, we will proceed with the explanation using throttle opening. Fig. 14a shows various running conditions in _ST gear on a throttle opening-vehicle speed diagram, and the road slope as a parameter in the figure is for the case where acceleration is 0. Similarly, in this embodiment, as shown in FIGS. 15a, 15b, and 15c, at each gear stage, the uphill road running area and flat road running area (release condition area) are determined from the throttle opening degree and vehicle speed.
and downhill road running areas are defined, and each area is
The low-speed vehicle speed value and high-speed vehicle speed value of each region are stored in the ROM 402-1, 402-2 using the throttle opening as an address, and are held as reference data. The driving gear is determined by referring to the memory data of the gear register corresponding to the energization state of the throttle valve 330, and the actual driving gear is compared to the low speed side L1 of the uphill road in the ROM data of the driving gear which corresponds to the throttle opening. Compare the vehicle speeds to determine whether the vehicle is traveling on a slope. When detecting cancellation conditions and canceling slope driving, the slope detection data currently held is SLOPE.
= 8, 4, or 2, then check the ROM
It is determined whether the vehicle is traveling on a flat road or not based on whether the actual vehicle speed is on the low speed side SL ₁ or higher of the vehicle speed data of the data cancellation condition. Figure 12c or Figure 12d)
Release. In other words, the shift reference data is
Return to the shape shown in the diagram. The reason why the ROM data is used to restrict the upshifts of gears within the range appropriate for each driving gear according to the load situation is to prevent frequent upshifts when driving on slopes or with heavy loads. . By controlling the speed change according to the slope and the load in this way, it is possible to obtain acceleration/deceleration characteristics that are suitable for the slope of the slope and the vehicle load at a traveling speed that is not required for hunting, so that even if you step on the accelerator, the vehicle will not decelerate or The conventional problem of using the brakes frequently due to weak engine braking and causing brake seizure has been resolved, and smooth and rational automatic gear shift control is performed. In order to prevent impact when the shift lever is changed from the N position to the D position or from the N position to the R position, the N of the solenoid valves 320 and 330 is
When changing from to D (Table 4) and from N to R (Table 4), the switching of the energization is delayed by a certain period of time, for example, 1 second, from the change of the shift lever position. This one second time limit was stored in ROM 402. Obtained by running a 0.01 second timer program 100 times. As already explained, the lock-up control in the second, third, and fourth speeds is performed with reference to the tables _ALU ,... _CTC shown in Table 1, the throttle opening degree, and the actual vehicle speed. The table is stored in the ROM 402 as constant data. The lock-up is released when the throttle opening is 0, and is released for a predetermined period of time from just before the gear change to immediately after the gear change. The lock-up release time limit before gear shifting (the time from lock-up release to gear change) and the lock-up release restraint time limit after gear change (the time from when gear changes to the start of determining whether to lock up or not) are both dependent on the throttle opening and throttle control. The change in opening degree is set as a variable (address) as shown in Figures 16a and 16b.
It is stored in the ROM 402. When it comes to "shifting", first change the throttle opening to RAM403.
Or store it in the internal RAM of the CPU 401, and then
The throttle opening after 0.1 seconds is taken in and the memory throttle opening is subtracted from that value to find the change in throttle opening, which is stored in the RAM 403 or the internal RAM of the CPU 401 and then stored in the ROM 402 using the current throttle opening as an address. Then, the data shown in Fig. 16a is read out, and the data shown in Fig. 16b is read out from the ROM 402 using the throttle opening change as an address, and a time limit is set to the value of these additions, and the time limit program of 0.01 seconds is repeatedly executed. Then, the gear shift is performed within the set time limit. Then, when changing gears, read the throttle opening in the same way as above, and calculate the change in throttle opening.
A time limit is set by reading the data shown in FIGS. 16c and 16d from the ROM 402 and adding these data, and when the time limit is exceeded, lock-up control is started for the gear position changed by the shift. The reason why the lock-up release and the release restraint time limit are determined based on the throttle opening degree and the rate of change of the throttle opening degree is to reduce shocks when changing gears and engaging the lock-up. Next, the overall operational flow of the above embodiment will be explained with reference to a flowchart. First, we will summarize the data fixedly stored in the ROM 402 that is referenced in each of the operations described above, and the memory area for each data will be referred to as a table or fixed register for convenience of explanation.The contents of the memory are shown in Table 6 below. That's right.

【table】

[Table] Similarly, internal PAM of RAM403 or CPU401
For convenience of explanation, the area for storing temporary data will be referred to as a table or register.
It is assumed that data as shown in the table is stored as appropriate. In addition, actually RAM403 or CPU40
In some cases, separate data may be temporarily stored in time series at one address of one internal RAM, and each memory area is not necessarily one or only one, as shown in Table 7.
Note that it is not only assigned to tuple data. In other words, one address or one group of addresses may be used with different table names or register names in chronological order.

【table】

[Table] Figures 17a to 17d show the operational flow of automatic shift control and automatic lock-up control of the digital electronic control device 400 with reference to the tables or registers shown in Tables 6 and 7.
FIG. 7e and FIG. 17f show the operational flow of automatic slope detection setting and cancellation setting performed by interruption. The operation of the digital electronic control device 400 will be described below with reference to these drawings. In response to the installation of the ignition key, the digital electronic control device 400 is powered on, and the device 40
In response to the power-on, the device 0 sequentially turns on the power to the devices and circuits to be controlled based on the power-on sequence program data fixedly stored in the ROM 402 (START in FIG. 17a). Then, all the tables and registers shown in Table 7 are cleared. Next, as an initial setting, the shift lever position is read and stored in POS register 1 (initial setting in Figure 17a). Next, move on to the flow below, read the throttle opening and vehicle speed, and then
Store in THRO register and vehicle speed register 1. In order to detect that the lever position is changed (car drive) from the lever position (N: neutral) that was previously read in POS register 1, first, the contents of POS register 1 are memorized in POS register 2, and then the shift is performed. Read the lever position and store it in POS register 1. (a): Then look at the contents of POS register 1, and if it is N, it means that the last drive setting (shift lever position change) has not been made, so all the memories of SOL1, SOL2, and SOL3 registers are Clear and solenoid valve 32
0, 330 and 370 are all de-energized. As mentioned above, those registers are cleared immediately after the ignition key device is turned on.
Therefore, all of the solenoid valves 320, 330, and 370 are de-energized, so there is no need to perform clearing again, but this is because when the shift lever is shifted to N from a position other than N, It means to set. (b): If the POS register is R and POS register 2 is N (step = YES), the shift lever is N.
-R has been shifted, so in order to prevent a shock, first the shock prevention time limit of the ROM register J is stored in the timer register N. Then return to N setting and step,
Memorize R in both POS1 and POS2 registers, pass through steps, and get YES in step, subtract 1 from the contents of timer register N, update the remaining value to it (countdown), and set the timer to 0.01. When the program is executed and the timer exceeds, unless the contents of the timer register N are 0 (time over), the timer register N counts down and the 0.01 second timer program is executed again. The same applies below. When the memory of the timer register N becomes 0, it means that the shock prevention time has elapsed, so the process moves to the R running set (- in FIG. 17b). It should be noted that if the shift lever position changes during the above-mentioned timed operation, the shift lever position will always be N at that time, so the above-mentioned (a) will occur once. (c): If POS register 1 is R and POS register 2 is N (step = YES), the shift lever has been shifted from N to D. To prevent a shock, first set the timer register N.
Memorize the shock prevention time limit of POM register J. Then, return to the N setting, memorize D in both POS1 and POS2 registers at step 2, pass through step ~, get YES at step 2, check whether the car is almost stopped or not. If so, 1 indicating the first gear is stored in the gear register and a shock prevention timer is started. When the time limit is over, the process moves to step. Note that when the car is not at a near stop, or when the car is no longer at a near stop, there is no need to start or continue the time limit (because there is no shock), and the process moves to step. (d): When the shift lever is in 3, 2 or L, move to step without counting the time limit. (e): Shift lever position is step.
, should be detected in either
Taking into account the possibility that the shift lever reading may be incorrect, if the shift lever position is not detected in any of the steps, the process returns to the step via the steps. With each of the above operations, the shift lever position is detected and the corresponding settings are made. Next, in step, the automatic speed change reference data, that is, the standard data for the flat road is read from each of the tables _D1 to _D6 in the ROM,
Memory is stored in each of RAM tables _D1 to _D6 . Then, data in RAM tables D ₁ to D ₆ is rewritten according to the shift lever position and slope inclination (SLOPE 2, 4, 8) (FIG. 17b).
In other words, standard data as shown in Figure 12a,
Rewrite the data to the data shown in FIG. 12b, FIG. 12c, or FIG. 12d. If the shift lever is in D and the road is flat, there will be no rewriting. Note that the SLOPE register contains the flow of slope detection and cancellation performed by the interrupt mentioned above (see Figure 17e for details).
The slope slope is memorized and this SLOPE
This is done by referring to the memory data in the register. Thereafter, automatic shift control is performed by referring to the RAM tables D ₁ to D ₆ in which data is written in this way and the memory of the gear register.
ROM402 tables A _LU , A _TC , B _LU , B _T
Automatic lockup control is performed by referring to memory data of _C , _{CLU, CTC} and the gear register. These control flows follow the steps in Figure 17b. (f): First, while driving in 1st gear (step =
YES), read out the vehicle speed from RAM table _D1 using the throttle opening (memory data in THRO register 1) as an address, and check whether the actual vehicle speed (data in vehicle speed register 1) is large (step). And if YES, SOL1~
Set the SOL3 register and the solenoid valve on/off to 2nd speed, and update memory with 2 indicating 2nd speed in the gear register. Lock-up does not occur in 1st gear, but there is a possibility that lock-up occurs in 2nd gear. time) and then return. After returning to , it becomes YES via - to determine whether to lock up, but since the time limit has already expired, = YES
Even if it is determined that "it should be locked up" and the lockup is performed (SOL3 register = "1", solenoid valve 370 is energized), there is almost no shock due to lockup. (g): While running in the second speed (step = YES), the vehicle speed in the RAM table D2 is read out using the memory data in the THRO register ₁ as an address, and it is checked whether the vehicle speed in the vehicle speed register 1 is smaller than this. In other words, check whether it is necessary to shift to 1st gear. If it is smaller, a shift from 2 to 1 is carried out, the gear stage register 1 is stored in memory, and the process returns to step 3. If it is larger, the vehicle speed in the RAM table _D3 is read out and it is checked whether the vehicle speed in the vehicle speed register 1 is larger than this. In other words, see if it is necessary to shift to 3rd gear. And if it is necessary to shift to 3rd gear,
It is checked whether the memory of the SOL3 register is "1", that is, it is in the lockup state, and if it is "1", the SOL3 register is cleared and set to "0" to release the lockup and time the shift timing B. This shift timing E (17th b)
In Figure 17c-), first look at the change in the throttle opening for 0.5 seconds (50 executions of the 0.01 second timer), use this as the throttle opening change, and use this as the address. Read the time limit value from table K _b , and
The throttle is opened by reading the time limit value from table K _a using the data in THRO register 1 as an address, storing the sum of both values in timer register B, and executing the 0.01 second timer program the number of times indicated by the memory data in register B. The shock prevention timing from lock-up release to gear shift (2→3) is determined in accordance with the degree of change and the amount of change thereof. Then, when the gear shift timing comes, as shown by - in Fig. 17b, the gear is shifted to the third gear, 3 is stored in the gear register, and the lock-up judgment timing A is set so that the gear does not immediately lock up in the third gear. return. This lock-up determination timing A is also executed in the same manner as the shift timing B, but the throttle opening degree and the time limit values corresponding to the changes thereof are those of the table K _c and the table K _d . When it is not necessary to shift to 3rd gear, first check whether "1" is stored in the SOL3 register to see if it is in a locked-up state, and if it is NO, the throttle opening (memory data of THRO register 1) is used as the address. Then read the vehicle speed in table _ALU and check whether the vehicle speed in vehicle speed register 1 is higher than this. If the size is large, lockup is required, so proceed to Figure 17c.
Store "1" in the SOL3 register, set the solenoid valve 370 to be energized, and lock it up. If it is already locked up, THRO
It is checked whether the throttle opening degree of register 1 is 0, and if it is 0, the lockup is released to prevent a shock. If it is not 0, check whether the vehicle speed is out of the lockup range.
Read the vehicle speed from table _ATC using the data in THRO register 1 as an address, and check whether the vehicle speed in vehicle speed register 1 is smaller than this. If it is small, lockup is canceled, and if it is not small, lockup is fine, so go back. (h): The shift determination control and lock-up determination control when the vehicle is running in the third gear are also the same as those in the case where the vehicle is running in the second gear as described in (g) above. However, the third
Regarding speed, RAM table _D4 is referenced for 3→2 shift determination, RAM table _D5 is referenced for 3→4 shift determination, table _BLU is referenced for lockup determination, and table _BTC is referenced for lockup release determination. Referenced. (Fig. 17c et seq. and Fig. 17d -). (i): When running in 4th gear, it is almost the same as in (g) above when running in 2nd gear, but RAM table D ₆ is referenced when determining the 4th to 3rd gear, and the shift to the upper gear is made. There is no shift determination, table _CLU is referenced for lockup determination, and table _CTC is referenced for lockup release determination. Next, detect slope running and release by interrupt,
The flow of storing slope data in the SLOPE register is shown in FIGS. 17e and 17f, and will be explained. In addition, Fig. 15a to Fig. 1
It will be easier to understand by referring to Figure 5c. (j): First, when the gear is in 4th gear (see Figure 15c), the vehicle speed is between L1 (table G ₁ ) and SL1 (table G ₂ ), and is greater than the vehicle speed at the previous interruption. and the throttle opening at the time of the current interruption is not smaller than the throttle opening at the previous interruption, that is, when the vehicle is not accelerating, a state in which the vehicle is not accelerating even though the accelerator is depressed ( In other words, the vehicle is under a heavy load or is climbing a slope)
Assuming that, 8 is stored in the SLOPE register. (K): When the gear stage is 3rd speed (see Figures 15c and 15b), SLOPE is selected as in (j) above.
4 is made, and at the same time, the cancellation of SLOPE 8 made in (j) is also judged.
In the case of SLOPE4 determination, the same as (j) is done, but tables F ₁ and F ₂ are referred to. SLOPE 8 is released when the vehicle speed is greater than SL ₁ (Table G ₂ ) in Figure 15c, the vehicle speed at the time of the current cut-in is greater than or equal to the vehicle speed at the previous cut-in, and the throttle opening is higher than the throttle opening at the previous cut-in. If the throttle opening degrees at the time of the interruption are small or equal, the SLOPE register 8 is cleared as the vehicle is running on a flat road. (l): Even when the gear stage is 2nd speed (see Figures 15a and 15b), the SLOPE is the same as in (k) above.
A determination of 2 and a determination of cancellation of SLOPE 4 are made. However, table E ₁ and table E 1 are used to determine SLOPE2.
E ₂ is referenced. Further, when it is determined that SLOPE 4 is released, 8 is stored in the SLOPE register. SLOPE2 is canceled when the gear position is the first gear, and the procedure is the same as in case (k). At the end of this slope detection/cancellation flow, the vehicle speed and throttle opening at the time of this interrupt are stored in vehicle speed register 2 and THRO, respectively.
Store in register 2. As described above, in the present invention, not only the fourth speed but also the second and third speeds, areas where lockup is preferable are stored in advance in the storage device, and this memory is referenced to automatically perform lockup and lockup. In the lock-up control that releases the lock-up, the lock-up is automatically released when the accelerator is released, so there is little shock to the automatic transmission or engine, and there is little variation in vehicle speed.

[Brief explanation of the drawing]

Figure 1 is a graph showing the relationship between engine speed and engine torque. Figure 2 is a graph showing the relationship between torque converter slip ratio and torque ratio. Figure 3 is a graph showing the appropriate lockup determined by both engine speed and engine torque. This is a graph showing the area.
Figure 4a is a graph showing the range in which the lockup shown in Figure 3 is appropriate, using the torque converter's output shaft rotation speed and throttle opening as indicators, and Figure 4b is a graph in which the lockup determined by the vehicle speed, throttle opening, and gear position is appropriate. The graph showing the area, Figure 4c, is
2 is a graph showing quantized lockup operation boundaries and lockup release boundaries for lockup operation only in areas where lockup is appropriate. FIG. 5 shows one of the automatic transmissions to which the present invention is applied.
FIG. 6 is a block diagram showing the hydraulic control system that controls the operation of this automatic transmission, and FIG. 7 is a block diagram showing the hydraulic control system that controls the operation of this automatic transmission. FIG. 2 is a block diagram showing the configuration of a digital electronic control device. FIG. 8 is a diagram showing a program for explaining the interrupt operation of the control device shown in FIG. 7. Fig. 9a is a block diagram showing the main parts of the control device shown in Fig. 7 in more detail, Fig. 9b is a circuit diagram showing the power supply circuit, Fig. 9c is a circuit diagram showing the vehicle speed detection circuit, and Fig. 9d is a shift diagram. Lever position sensor 41
FIG. 9e is a circuit diagram showing a connection circuit for a throttle opening sensor, and FIG. 9f is a circuit diagram showing a solenoid driver. FIG. 10a is a plan view of the throttle opening sensor 430,
Figure b is a sectional view taken along the line ZB-ZB, Figure 10c is a plan view showing an enlarged printed circuit board 433, and Figure 1
Figure 0d is a plan view showing the slider 435, the first
Figure 0e is a plan view showing the output code of the throttle opening sensor 430. FIG. 11a shows solenoid valves 320, 330 and 370 shown in FIG.
11b is a front view showing one of the ZIB-
It is a sectional view taken along the ZIB line. FIG. 12a is a graph showing the gear change reference turbine stored in the ROM 402, and FIGS.
3 is a graph showing gear shift reference data written in 03. FIG. 13a is a graph showing the relationship between traction force and vehicle speed, and FIG. 13b is a graph showing the relationship between road surface gradient and acceleration. Figure 14a, 1st
4b, 14c, and 14d are graphs showing the relationship between slope slope and vehicle speed at each gear stage. FIG. 15a, FIG. 15b, and FIG. 15c are graphs showing the slope running area and the flat road running area at each gear stage. FIG. 16a is a graph showing the locking time with respect to the throttle opening from when the lock-on is released to when the gear is changed;
Figure 6b is a graph showing the constraint time versus throttle opening acceleration. FIG. 16c is a graph showing the locking time with respect to the throttle opening degree from shifting to lock-on, and FIG. 16d is a graph showing the locking time with respect to the throttle opening acceleration. 17a, 17b, 17c, and 17d show shift determination, shift control, lock-on determination, lock-on control, etc. performed by the digital electronic control unit 400 based on control program data fixedly stored in the ROM 402. This is a flowchart showing the operation. 17e and 17f are flowcharts showing the slope detection/cancellation operation performed by the digital electronic control device 400 based on the interrupt program data fixedly stored in the ROM 402. FIG. 1: Torque converter, 2: Overdrive mechanism, 3: Gear transmission mechanism, 5: Pump, 6: Turbine, 7: Stator, 8: Crankshaft, 9: Turbine shaft, 10: Carrier, 11: Sun gear, C ₀ :
Multi-disc clutch, F ₀ : One-way clutch, 14: Planetary pinion, 15: Ring gear, 16: Case, B ₀ : Multi-disc brake, 50: Direct clutch, 100: Oil sump, 102: Pressure regulating valve, 21
0: Manual shift valve, 220: 1-2 shift valve, 230: 2-3 shift valve, 370: Lock-up control solenoid valve, 32
0,330: Switching solenoid valve, 400: Digital electronic control device.

Claims (1)

[Claims] 1. A first index such as the rotational speed of the torque converter output shaft or the corresponding rotational speed, and a second index such as the opening degree of the engine throttle valve or a quantity indicating the engine operating state corresponding thereto. The gear to be shifted is determined based on the index and a third index such as the shift lever position and the gear, and the gear is shifted.
locking up the torque converter when at least a first index is in a predetermined lock-up operation range in each of the two or more gears, and releasing the lock-up when the range is out of the lock-up operation range;
A lock-up control method for an on-vehicle torque converter, characterized in that lock-up is released when a throttle opening is less than a predetermined opening. 2. The throttle opening is quantized into several stages, and the throttle opening at the time of accelerator release and immediately after is set to 0, and when the quantized throttle opening is 0, the lock-up is released.
Lock-up control method for on-vehicle torque converter.