JP3365208B2 - Manual transmission control device for automatic transmission - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a manual shift control device for an automatic transmission.

[0002]

2. Description of the Related Art An automatic transmission is constructed so that it is automatically shifted to a gear position according to a driving state. However, sometimes, while the driver is selecting a manual shift range, In some cases, it may be configured to allow manual shift to a shift speed corresponding to the manual shift command.

In the automatic transmission, as is the case with the automatic transmission range, the fuel consumption is improved at a specific or a plurality of shift speeds under operating conditions in which the torque increasing function and the torque fluctuation absorbing function of the torque converter are unnecessary. As a purpose, the torque converter is often changed from a converter state in which the direct connection between the input and output elements is released by engaging a lockup clutch to a lockup state in which the input and output elements are directly connected.

Here, the lock-up of the torque converter in the manual shift range will be described with reference to an automatic transmission having a forward four-speed shift stage and locking the torque converter at the second to fourth speeds. The lock-up vehicle speeds of the second to fourth gears are shown in FIG.
The lock-up region of the boundary line L _2, L _3, L ₄ the same as (high vehicle speed side than the boundary line lockup area) indicated by V
_It was set to _L.

[0005]

However, in this case, in the vehicle speed range lower than the common lock-up vehicle speed V _L , the torque converter cannot be set to the lock-up state at all the manual shift stages, and the accelerator pedal is released. The engine brake is running short when shifting to coasting. Particularly when the user desires a large engine brake and selects the low-speed manual shift stage, the driver feels very unsatisfied with the lack of engine brake.

The present invention recognizes that such a problem is caused by determining the common lock-up vehicle speed V _L in accordance with the fourth speed on the highest speed side. The main purpose is to solve the above-mentioned problems by separately defining and thereby preventing the engine braking at the low speed side manual shift stage from becoming insufficient.

When the lockup vehicle speed is made to differ according to the manual shift stage, the second speed lockup vehicle speed is V ₂ , the third speed lockup vehicle speed is V ₃ , and the third speed lockup vehicle speed is V ₃ , as shown in FIG.
The case where the lockup vehicle speed of the third speed is V ₄ will be described. Even if the vehicle speed VSP is a low vehicle speed of less than V ₄ , the third speed lockup state is possible until the vehicle speed VSP becomes less than V _3. In addition, since the second speed lockup state is possible until the vehicle speed VSP becomes less than V ₂ , large engine braking can be generated by these.

By the way, for example, when the operating condition between the lockup boundary lines L ₂ and L ₃ shown by point A in FIG.
A manual upshift command to fast, then upshift the automatic transmission to the third speed, subsequent acceleration by the vehicle speed increases in the operating state lockup boundary L _3, L ₄ between the B
The following problem arises when the point is explained.

That is, the point A is the lockup boundary line L.
_Since it is located between ₂ and L ₃ , the torque converter is in the lockup state during the manual second speed selection at the point A. By the way, when the manual upshift gear shifting to the above-described third speed is performed, A
The lockup of the torque converter is released because the point is in the converter range, and when the operating state shifts to the point B due to the acceleration due to the upshift shift, the point B is the third speed between the lockup boundary lines L ₃ and L _4. Since it is in the lockup range, the torque converter is locked up again.

By the way, the manual upshift transmission accompanied by the lockup release at the point A may cause an unnatural fluctuation of the engine rotation, and in addition, the lockup release of the torque converter and the lockup again. Since this is repeated in a short time, there is a problem that the driver feels uncomfortable in terms of shock.

Another object of the present invention is to prevent these problems from occurring despite the setting of the lockup vehicle speed.

[0012]

To achieve these objects, a manual shift control device for an automatic transmission according to the first aspect of the present invention comprises:
As described in claim 1, while the manual shift range is selected, the manual shift stage corresponding to the manual shift command by the driver is selected, and the vehicle speed is locked up at a plurality of manual shift stages. The basic premise of the essential structure is an automatic transmission in which the torque converter is directly locked between input and output elements while the vehicle speed is exceeded.

According to the first aspect of the invention, the lockup vehicle speeds used for lockup control of the automatic transmission are set for each manual shift speed, and the lockup vehicle speeds are set lower for lower manual shift speeds.

Further, according to the first aspect of the present invention, lockup detecting means for detecting that the torque converter is in a lockup state and lockup corresponding to a shift speed at which the vehicle speed is one speed higher than the selected manual shift speed. Lock-up release shift for detecting that the vehicle speed is lower than the vehicle speed and the manual up-shift shift accompanied by the lock-up release when the manual up-shift gear shift command is issued while the detection by both of these means is completed. As a means, a manual upshift gear shift inhibiting means for inhibiting the manual upshift gear shift is provided.

According to a second aspect of the present invention, there is provided a manual transmission control device for an automatic transmission, wherein the lockup is defined as a combination of vehicle speed and engine throttle opening for each manual transmission in the first invention. It is characterized in that the manual upshift gear shift is prohibited when the engine upshift is in a gear shift prohibition region where the engine rotation fluctuation becomes unnatural in the manual upshift gear shift operation.

According to a third aspect of the present invention, in the manual transmission control device for an automatic transmission according to the third aspect of the present invention, in the second aspect of the invention, the vehicle speed and the engine throttle opening degree at which the torque converter slip amount is the same when the lockup is released. The boundary between the shift prohibited area and the shift permitted area is defined by a combination of the above.

[0017]

According to the first aspect of the invention, the automatic transmission has the following features while the driver is selecting the manual shift range:
The manual shift stage corresponding to the manual shift command by the driver is selected, and while the vehicle speed exceeds the lockup vehicle speed at a plurality of manual shift stages, the torque converter is brought into the lockup state in which the input and output elements are directly connected.

By the way, the lock-up vehicle speed is set for each manual shift speed, and the lock-up vehicle speed is set lower for the low-speed manual shift speed. Even if the vehicle speed is lower than the lockup vehicle speed, the lockup at the current manual gear stage is possible until the vehicle speed becomes lower than the lockup vehicle speed for the current manual gear stage. Depending on the up state, large engine braking can be generated at the low speed stage.

When the lockup vehicle speed in the manual shift range is set for each manual shift step and the lockup vehicle speed is set to be lower in the lower shift manual shift step as in the first aspect of the invention, as described above, It is possible to further expand the region where large engine braking can be generated depending on the stage lockup state.

When the lockup vehicle speed is set as described above, as described above, as a result of the driver issuing a manual upshift gearshift command between the lockup vehicle speeds, an upshift gearshift accompanied by lockup cancellation occurs. Occasionally, unnatural fluctuations in engine rotation, lock-up release and re-lock-up occur in a short time.

Further, in the first aspect of the present invention, the lock-up detecting means detects the lock-up state of the torque converter, and the lock-up release shift vehicle speed detecting means shifts one speed higher than the selected manual shift speed. When the manual upshift gearshift command is issued while detecting that the vehicle speed range is lower than the lockup vehicle speed corresponding to the gear, the manual upshift gear shift prohibiting means is determined to be the manual upshift gearshift with lockup release. Disable manual upshifting.

Thus, in the first aspect of the invention, the problem relating to the unnatural fluctuation of the engine speed and the lock-up cancellation and re-lock-up within a short period of time are performed despite the setting of the lock-up vehicle speed. The problem can be resolved.

According to the second aspect of the present invention, a shift-prohibited region in which the engine rotation fluctuation becomes unnatural in the manual up-shift shift accompanied by the lock-up release is defined as a combination of the vehicle speed and the engine throttle opening for each manual shift stage. By prohibiting the manual upshift shift at a certain time, it is possible to prevent the manual upshift shift from being unnecessarily prohibited, even though it is in a region where the unnatural engine speed fluctuation does not occur. can do.

In the third aspect of the invention, since the boundary between the shift inhibition region and the shift permission region is defined by the combination of the vehicle speed and the engine throttle opening at which the torque converter slip amount is the same in the lockup released state, the shift is performed. When setting the prohibited area, this setting can be extremely easily performed by using the engine operation performance diagram and the torque converter performance diagram.

[0025]

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 shows a shift control system of an automatic transmission including a manual shift control device according to an embodiment of the present invention, and 1 is an automatic transmission. This automatic transmission 1 is basically manufactured by the applicant of the present application in March 1987.
The same as that described in the "RE4R01A Automatic Transmission Maintenance Manual" (A261C07) issued in May
O of the shift solenoid 3 and the second shift solenoid 4
The first to fourth speeds can be selected by a combination of N and OFF, and the torque converter (not shown) is locked by turning on the lockup solenoid 5 so that the input / output elements are directly connected by the lockup piston. It can be up.

Here, the ON / OFF of the first shift solenoid 3 and the second shift solenoid 4 and the ON / OFF of the lockup solenoid 5 are controlled by the controller 6, and the controller 6 is controlled to operate. In addition to inputting a position signal from a shift lever 7 operated by a person, a signal from a throttle opening sensor 8 for detecting a throttle opening TVO of an engine (not shown) in a front stage of the automatic transmission 1 and a vehicle speed VSP are output. The signals from the vehicle speed sensor 9 to be detected are input respectively.

Based on these input information, the controller 6 controls the shift of the automatic transmission 1 through ON / OFF of the first shift solenoid 3 and the second shift solenoid 4 as will be described later, and also the lock-up solenoid 5 O
It is assumed that the torque converter is brought into a lockup state in which the input / output elements are directly connected or a converter state in which the direct connection is released via N and OFF.

Here, a supplementary explanation of the shift lever 7 will be given. This is well known as described in the above-mentioned document, that is, the parking (P) range position, the backward traveling (R) range position, and the neutral (N) range position. And a forward automatic shift (D) range position and an engine brake (L) range position, which are arranged on a straight line and have a manual shift (M) range position offset from the straight line. In the manual shift (M) range, the shift lever 7 is elastically supported between the upshift (+) position and the downshift (-) position in a self-returning manner so that the driver can move up to the one-step higher speed side. The shift lever 7 is set to the upshift (+) position each time a shift shift is desired, and the shift lever 7 is downshifted (-) each time a downshift shift to the next lower speed is desired.
The manual shift command is output to the controller 6 when the position is set to the position.

The controller 6 executes the control program shown in FIG. 2 on the basis of the above various input information to execute the following shift control and lockup control.

First, in step 21, it is judged whether or not it is in the manual shift (M) range. If it is not in the M range,
In step 22, automatic shifting is performed. In this automatic shift, substantially the same shift control and lockup control as in the above-mentioned document are performed in the P range, R range, N range, D range, and L range. However, the L range is described as 1 range in the above document.

To explain the shift control in the D range as a typical example, the controller 6 uses the shift map illustrated in FIG. 3 (the solid line indicates the upshift shift line and the broken line indicates the downshift shift line) to determine the vehicle speed VSP. And throttle opening TVO
To search for a suitable gear. Next, it is determined whether or not the currently selected shift speed matches the preferred shift speed. If they do not match, the shift solenoids 3 and 4 are turned on and off so that the shift to the preferred shift speed is executed, and the shift speeds match. If so, the shift solenoids 3 and 4 are kept ON and OFF as they are at present, so that the shift control according to the D range shift map of FIG. 3 is automatically executed.

When it is determined in step 21 that the manual shift (M) range is selected, the controller 6 is basically not shown in FIG. 2, but at the beginning of switching from the D range to the M range, the switching is performed. ON and O of the shift solenoids 3 and 4 so as to maintain the immediately preceding shift speed
After the driver sets the shift lever 7 to the M range without changing the FF and then issues the manual upshift command to the upshift (+) position, the driver causes the manual upshift to one step higher speed side. On the contrary, each time the driver puts the shift lever 7 in the downshift (-) position and issues a manual downshift command, the shift solenoids 3 and 4 are turned on so that the manual downshift can be performed to the lower speed side by one step. , OFF is switched.

Then, in the manual shift (M) range, the controller 6 performs the lockup control of the torque converter based on FIG. That is, when the second speed is selected, in the right area of the lockup area line L ₂ , that is, when the vehicle speed VSP is equal to or higher than the lockup vehicle speed V ₂ , the lockup solenoid 5 is turned on to bring the torque converter into the lockup state. When the third speed is selected, in the right side area of the lockup area line L ₃ , that is, the vehicle speed VS
When P is equal to or higher than the lockup vehicle speed V ₃ , the lockup solenoid 5 is turned on to bring the torque converter into the lockup state, and when the 4th speed is selected, the lockup region line L ₄
In the right side region of the lockup solenoid 5, that is, when the vehicle speed VSP is equal to or higher than the lockup vehicle speed V _4.
Is turned on to lock up the torque converter.

It should be noted that the torque converter is not locked up while the manual first speed is selected, and the lockup vehicle speeds V _{2 to} V ₄ are locked up at the same engine speed when the manual second speed to the fourth speed is selected. As described above, the lockup vehicle speed at the lower gear is set to be lower.

The lockup vehicle speed V₂~ V_Foursettings of
According to the high lockup vehicle speed V _FourAt lower vehicle speeds
But, if it is manual 3rd speed, the speed is locked up.
Speed V ₃Until it becomes lower, the manual 3rd speed
It becomes possible to make a lockup, and the gear and torque converter
The large engine brake is activated when the
You can make it live, and if it is a manual second speed, the vehicle speed concerned
Lockup vehicle speed V ₂Manifold until it gets lower
It is possible to lock up at the 2nd speed, and
And the lockup state of the torque converter
You can generate a gin brake, engine break
It is possible to expand the area in which the key can be generated.

Thus, the lockup vehicle speed V ₂
If you set ~V _4, as described above, a result of issuing the manual upshift command between the lock-up vehicle speed by the driver adjacent when upshift with lockup release occurs, unnatural engine Fluctuations,
Unnaturalness occurs in which lockup release and relockup are repeated for a short time. In the present embodiment, these problems will be solved by the following processing.

That is, in step 23, which is executed when it is determined in step 21 that the M range is being selected, it is determined whether or not the torque converter is in lockup, that is, if the manual second speed is selected, the vehicle speed VSP is the lockup vehicle speed V.
₂ or more, whether the vehicle speed VSP is the lockup vehicle speed V ₃ or more when the manual 3rd speed is selected, and whether the vehicle speed VSP is the lockup vehicle speed V ₄ or more when the manual 4th speed is selected judge. If the torque converter is not in the lockup state, the manual upshift transmission accompanying the lockup release does not occur and the above problem does not occur. Therefore, the control is ended as it is from step 23.

When it is determined in step 23 that the lockup is being performed, it is determined in step 24 whether or not the driver inputs a manual upshift shift command from the shift lever 7. If there is no manual upshift gearshift command, the manual upshift gearshift accompanying lock-up release does not occur, and the above problem does not occur. Therefore, the control is ended from step 24.

When it is determined in step 24 that there is a manual upshift gearshift command, in step 25, the current manually selected gearshift g is fetched and
The vehicle speed VSP and throttle opening TVO are read. Next, at step 26, it is determined whether or not the manually selected speed g is the fourth speed which is the highest speed. Select speed g
If it is the fourth speed, the upshift is not generated, and therefore the above problem does not occur. Therefore, the control is ended as it is from step 26.

When it is determined in step 26 that the selected gear g is other than the fourth speed, in step 27 the vehicle speed VS
P is a lock-up vehicle speed V _* corresponding to a manual shift speed that is one speed higher than the selected shift speed g (as shown in FIG. 4, if the selected shift speed g is the second speed, V _* = V ₃ ; If the gear position g is the third speed, it is determined whether V _* = V ₄ ) or more or less. If the vehicle speed VSP is equal to or higher than the lockup vehicle speed V _* corresponding to the shift speed on the one-step higher speed side, even if the gearshift corresponding to the manual upshift gearshift command is performed, it is still in the lockup region and the gearshift is locked up. Since it does not involve cancellation and does not cause the above-mentioned problem, in step 28, the corresponding shift is executed as it is. In this case, the above manual upshift is executed while the lockup state is maintained.

If it is determined in step 27 that the vehicle speed VSP is less than the lockup vehicle speed V _* corresponding to the one-speed higher gear, the manual upshift shift involves lockup release, Since the above problem may occur depending on the state, the following process is performed to solve this problem. First, in step 29,
5 (a) and 5 (b), it is determined whether or not the operating state is within the predetermined shift inhibition regions α and β for each selected shift speed.

5 (a) and 5 (b), the shift prohibited areas α and β show that the slip amount of the torque converter is the same in the converter state from the engine performance diagram and the torque converter performance diagram for each shift stage. The vehicle speed VSP and the throttle opening TVO are combined to determine a region on the lower vehicle speed side of the line. In this region, when the manual upshift transmission accompanied by the lockup release is performed, the engine rotation fluctuation becomes unnatural.

In step 29, the shift prohibited area α,
If it is determined to be β, in step 30, the corresponding manual upshift shift is prohibited despite the manual upshift shift command determined in step 24. Therefore, in spite of the lockup vehicle speeds V _{2 to} V _{4 as} described above with reference to FIG. 6, the manual upshift shift accompanying the lockup cancellation between the adjacent lockup vehicle speeds is not performed, and the lockup cancellation is performed. It is possible to eliminate the adverse effect that the engine rotation fluctuation becomes unnatural due to the accompanying manual upshift.

Further, by prohibiting the manual upshift shift, the lockup release accompanying the shift is also eliminated, so that the above-mentioned unnaturalness such as the lockup release and the relockup being performed within a short time is eliminated. be able to.

If it is determined in step 29 that the vehicle is not operating in the shift prohibited areas α and β, step 31
In the above, the manual upshift gear shift according to the command is executed, and the torque converter is unlocked in response to the upshift gear shift entering the converter range. Therefore, even though it is a shift permission region in which the engine rotation fluctuation does not become unnatural even by the manual upshift shift accompanied by the lockup release, it is possible to eliminate the harmful effect of prohibiting the manual upshift shift unnecessarily. it can.

[Brief description of drawings]

FIG. 1 is a shift control system diagram of an automatic transmission illustrating a manual shift control device for an automatic transmission according to an embodiment of the present invention.

FIG. 2 is a flowchart showing a shift control program for the automatic transmission that should be executed by the controller in the same embodiment.

FIG. 3 is a diagram illustrating a shift control pattern used in an automatic shift (D) range of the automatic transmission.

FIG. 4 is a map diagram showing a lockup release shift determination vehicle speed for each manual shift stage.

FIG. 5A is a region diagram showing a shift prohibition region at manual second speed, and FIG. 5B is a region diagram showing a shift prohibition region at manual second speed.

FIG. 6 is a region diagram illustrating a lock-up region of a manual shift range defined in the present invention.

FIG. 7 is a region diagram showing a lockup region of a conventional manual shift range.

[Explanation of symbols]

1 automatic transmission 2 control valve 3 shift solenoid 4 shift solenoid 5 Lock-up solenoid 6 controller 7 shift lever 8 Throttle opening sensor 9 vehicle speed sensor

─────────────────────────────────────────────────── ─── Continuation of the front page (58) Fields surveyed (Int.Cl. ⁷ , DB name) F16H 59/00-61/24 F16H 63/40-63/48

Claims (3)

(57) [Claims] 1. While the manual shift range is selected, the manual shift stage corresponding to the manual shift command from the driver is selected, and the vehicle speed exceeds the lockup vehicle speed at a plurality of manual shift stages. In the automatic transmission in which the torque converter is in the lockup state in which the input and output elements are directly connected, the lockup vehicle speed is set for each manual shift stage.
At the same time, the lockup vehicle speed is set to
The lower the shift speed, the lower the gear is set to detect that the torque converter is locked up.
Lock-up detection means for detecting the vehicle speed lower than the lock-up vehicle speed corresponding to the gear speed one step higher than the selected manual gear speed, and both of these means. While the detection by
When the upshift gearshift command is issued, the lockup solution is released.
If the manual upshift is accompanied by
Manual upshifts
A manual shift control device for an automatic transmission, characterized in that the shift shift prohibiting means is provided . 2. The shift prohibition region according to claim 1, wherein the engine rotation fluctuation is unnatural in the manual upshift shift accompanying the lockup release, which is defined as a combination of the vehicle speed and the engine throttle opening for each manual shift stage. And a manual shift control device for an automatic transmission, wherein the manual upshift is prohibited. 3. The boundary between the shift inhibition region and the shift permission region is defined by a combination of a vehicle speed and an engine throttle opening that make the torque converter slip amount the same in the lockup released state. Manual transmission control device for automatic transmission.