JPS624965A - Lock-up controller for automatic transmission - Google Patents

Abstract

PURPOSE:To suppress the temperature rise of transmission oil by executing lock-up when a power taking-off mechanism is operated when a car stops. CONSTITUTION:A power taking-off sensor 601 for detecting the operation and nonoperation of a power taking-off mechanism as the input sensor 6 for a lock-up control means 8 of a torque converter 4 and a car stop sensor 602 are provided. When the signal which indicates that a car is in stop and the power taking-off operation is performed is input from the input sensor 6, a lock-up clutch 3 is engaged. Therefore, the slip of the torque converter is prevented, and the temperature rise of transmission oil can be suppressed.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a lock-up control device when an automatic transmission equipped with a power take-off mechanism is stopped.

(Prior art) For automatic transmissions equipped with conventional power take-off mechanisms, for example, see page 114 of "Toyota A440L, A440F Automatic Transmission Repair Manual" (published by Toyota Motor Corporation in November 1980). Those described are known.

This conventional automatic transmission combines a torque converter with a lock-up clutch and a planetary gear type transmission.
It was an automatic transmission with one speed and one reverse, and the shift pattern and lock-up area were set by hydraulic control based on the vehicle speed and the degree to which the accelerator pedal was pressed.

(Problems to be Solved by the Invention) However, with such conventional automatic transmissions, although a predetermined lock-up area can be obtained when driving in the drive range, when stopping in the neutral range, Since the structure was such that lock-up was not performed, when the power take-off mechanism was activated when the vehicle was stopped, the torque converter's slip rate increased due to the increased load on the input shaft side due to the drive force taken out. There was a problem in that the heat dissipation effect due to driving was not received, leading to an increase in the oil temperature of the transmission oil.

Furthermore, due to torque transmission loss due to slip in the torque converter, it has been difficult to continue high-load power take-off operation when the vehicle is stopped, even if an oil cooler with a high heat dissipation capacity is used.

(Means for Solving the Problems) The present invention has been made for the purpose of solving the above-mentioned problems, and in order to achieve this purpose, the present invention employs the following solving means. did.

The solution of the present invention will be explained with reference to the conceptual diagram of the claim shown in FIG. Evening 4 and
A power take-off mechanism 5 extracts driving force from the input drive system that has passed through the torque converter 4 to the outside of the system, and when a predetermined signal indicating the lock-up time is input from the input sensor 6, the actuator 7 of the lock-up clutch 3 is operated. In the lockup control device for an automatic transmission, the input sensor 6 is a power takeoff sensor 60 that detects operation/non-operation of a power takeoff mechanism.
1 and a vehicle stop sensor 602 that detects the vehicle stop F, and performs lock-up control to engage the lock-up clutch 3 when a signal indicating that the vehicle is stopped and the power take-off is activated is input from the input sensor 6. The lock-up control means 8 is used to perform the lock-up control.

(Function) Therefore, in the lock-up control device for an automatic transmission of the present invention, by using the above-mentioned means, when the power take-off mechanism is used when the vehicle is stopped, the lock-up clutch is engaged to connect the crankshaft and the input. It is directly connected to the shaft, eliminating slippage in the torque converter and reducing the transmission oil temperature to 2A.

In addition, direct drive connection allows for high-load power take-off operation even when the vehicle is stopped.

(Example) Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

In describing this embodiment, an automatic transmission with three forward speeds and one reverse speed, which is a combination of a torque converter with a lock-up clutch and a planetary gear type transmission, will be taken as an example.

First, the configuration of the first embodiment will be explained.

As shown in the skeleton diagram of FIG. 2, the automatic transmission A of the first embodiment includes a crankshaft 10, a torque converter 11, an input shaft 12 as the main power transmission system.
, front planetary gear 13, rear planetary gear 1
4. An output shaft 15 is provided.

As a transmission element, a front clutch 16 and a clutch 17 are provided between the input shirt 12 and both planetary gears 13.14 (gear train), and a front clutch 16 and a clutch 17 are provided between both planetary gears 13.14 and the transmission case 18.
A low and reverse brake 19, a band brake 20, and a one-way clutch 21 are provided between the two.

The power tick-off mechanism B includes a power tick-off drive gear 22, an input gear 23, and an idler gear 2.
4. An output gear 25 and a power tick-off output shaft 26 are provided.

The torque converter 11 is of a type called a symmetrical three-element, one-stage, two-phase type, which is provided with a lock-up clutch 115 that directly connects the crankshaft lO and the input shaft 12, and includes a pump impeller 111 connected to the crankshaft lO, The engine includes a turbine launch 112 connected to the input shirt 12, and a stator 114 fixed to the transmission case 18 via a one-way clutch 113.

The front planetary gear 13 and the rear planetary gear 14 are both simple planetary gears (one type is a pinion), and these two planetary gears 13 and 14 form a gear train arranged in a Simpson gear train.

The transmission element is operated according to the gear position by the control pressure from the hydraulic control means C, and is for changing the gear combination of both the planetary gears 13, 14 to obtain a different transmission ratio (gear ratio).

Incidentally, the shift elements at each shift position of the automatic transmission A of the embodiment operate as shown in Table 1 below.

In Table 1, the circle indicates the hydraulic oil supply, and when the band servo is supplied with hydraulic oil to both the actuation and release chambers, it will be released due to the difference in piston area.

The power tick-off drive gear 22 is a gear for extracting driving force from the input drive system that has passed through the torque converter 11 to the outside of the system, and is located on the input shaft 12 between the torque converter 11 and both planetary gears 13 and 14. is fixed.

The output gear 25 is spline-coupled to the output shaft 26, and when the power take-off mechanism B is activated, it is shifted to the solid line position in Figure 2, and when it is not activated, it is shifted to the phantom line position in Figure 2. The power tick-off mechanism B is provided with a power tick-off switch 503 that is opened and closed by shifting the output gear 25.

Further, the output shaft 15 of the automatic transmission A is provided with a vehicle speed sensor 502 that detects shaft rotation.

The hydraulic control means C of the embodiment includes a pressure regulator valve 30, a manual valve 31 . 1-2 shift valve 32, first valve solenoid 33.2-3 shift valve 34, second valve solenoid 35, pump pressure oil path 36, line pressure oil path 37, input oil path 38.39, output oil path 40. 41, 42, 43, lock-up control valve 44, third valve solenoid 45, converter pressure oil passage 46, input oil passage 47, output oil passage 48, drain oil passage 4
It has 9.

The pressure regulator valve 30 is a valve that adjusts the pump pressure from the oil pump 27 provided on the input shaft 12 to the optimum line pressure Pt depending on the driving condition.

The manual valve 31 is a valve that is operated by a selection operation on a control lever, and distributes line pressure PL from the pressure regulator valve 30 to each shift circuit according to each selection position.

For example, in the neutral range (N position), the valve is in the closed position as shown in Figure 2, but when it is in the drive range (D position), the valve moves to the left in the drawing.
Line pressure PL is delivered to each shift valve 32.34.

The 1-2 shift valve 32 is a first pulp solenoid 33
This valve automatically changes gears between 1st and 2nd gears when the vehicle is running at high speed, by supplying line pressure PL to the output oil passage 40 to engage the rear clutch 17, and when in 2nd gear, the output oil passage 4.
By supplying line pressure PL to 0 and 41, the rear clutch air and the band brake 20 are engaged.

In addition, in the state of 2nd speed, for the band brake 20,
It is supplied to the operating side of the band servo.

The 2-3 shift valve 34 is a second pulp solenoid 35
The valve that automatically shifts between 2nd and 3rd gears by the operation of
At speed, no line pressure PL is supplied, and at third speed, line pressure PL is supplied to the output oil passages 42 and 43 to engage the front clutch 16 and release the band brake 20.

In addition, in the state of 2nd speed, for the band brake 20,
Line pressure PL on both the actuation side and release side of the band servo
However, the band brake 20 is released due to the difference in pressure receiving area.

The first pulp solenoid 33 and the second pulp solenoid 35
is an actuator that operates each shift valve 33, 35 in response to solenoid actuation signals (++) and (+2) from control unit)D.

The lock-up control valve 44 is a valve that engages and releases the lock-up clutch 115 of the torque converter 11. As shown in FIG. 2, when the lock-up is released, the torque converter pressure Pc from the pressure regulator valve 30 is Torque converter pressure oil line 46
At the same time, at least the same pressure is supplied from the input/output oil passages 47 and 4.8 to the clutch chamber 117, thereby maintaining the clutch release state due to pressure balance or pressure difference, and lock-up engagement. At this time, the lock-up control valve 44 is operated by the valve operation signal (+3) from the control unit (D), the lock-up control pressure on the clutch chamber 11.7 side is drained, and the clutch is engaged by the differential pressure.

When a predetermined signal indicating the time of gear shift is inputted from the human power sensor 50, the control unit L-D controls one or both of the shift/<lubs 32, 34 and the pulp solenoid 33, 35.
The third valve solenoid 45 outputs solenoid activation signals (++) and (+2) for the input sensor 50, and when a predetermined signal indicating lock-up is input from the input sensor 50, the third valve solenoid 45
A vehicle speed sensor 502, throttle opening sensor 504, etc. are used as input sensors 50 for gear change control and lock-up control when driving, and lock-up control when stopped. A power tick-off switch 503 is used as an input sensor 50.
．． Vehicle speed sensor 502. An inhibitor switch 501 is used.

The power tick-off switch 503 is a switch that detects whether the power tick-off mechanism B is activated or not and outputs a switch signal (n).

The vehicle speed sensor 502 is a sensor that detects the vehicle speed and outputs a vehicle speed signal (V), and in the embodiment, as described above, the vehicle speed is indirectly detected by the shaft rotation of the output shaft 15.

The inhibitor switch 501 is a sensor that detects a drive range or a neutral range and outputs a switch signal (h).

The throttle opening sensor 504 is a sensor that detects the throttle opening of the engine, which changes depending on the depression of the accelerator pedal, and outputs a throttle opening signal (s).

The control unit D uses an on-vehicle microcomputer, and as shown in FIG. 2, the input circuit 61. RAM (random, access, memory) 62,
ROM (read, only.

Memo 1J) 63. It includes a CPU (central processing unit) 64, a clock circuit 65, and an output circuit 66.

The input circuit 61 temporarily writes the switch signal (n), the vehicle speed signal (V), the switch signal (h), and the throttle opening signal (s) from the input sensor 5o to the RAM 62, and processes them in the CPU 64. This is a circuit that converts it into a digital signal.

The RAM 62 is a memory circuit that can be written and read.
Input signals are temporarily written, and information necessary for processing by the CPU 64 is temporarily written.

The ROM 63 is a read-only storage circuit, and the CPU 64
Information necessary for processing is stored in advance.

In the R, OM 63 of the embodiment, shift patterns used for speed change control, lock-up areas used for lock-up control during driving, etc. are stored.

The CPU 64 is called a central processing unit, reads out necessary information from the RAM 62 and ROM 63, processes the information according to a predetermined processing procedure, and outputs a resultant signal to the output circuit 66.

Based on the result signal from the CPU 64, the output circuit 66 outputs solenoid actuation signals (i+), (+2), and (+3) to the valve solenoids 33, 35, and 45 based on the energization signal from the power source 67. It is a circuit.

The clock circuit 65 is a circuit that sets the processing time of the CPU 64.

Next, the operation of the first embodiment will be explained.

The lock-up control effect when stopped in the first embodiment is replaced by the third embodiment.
The following will be described with reference to a flowchart showing the flow of operations in the control unit I-D shown in the figure.

In step 200, the power tick-off switch 503
The switch signal (n) from the vehicle speed sensor 502, the vehicle speed signal (V) from the vehicle speed sensor 502, and the switch signal (h) from the inhibitor switch 503 are read.

In step 201, it is determined whether the switch signal (h) read in step 200 is a signal indicating a neutral range or a signal indicating a drive range.If it is in the neutral range, the process proceeds to step 202; If so, the process proceeds to step 203, and the solenoid activation signal (X3) is not output.

In step 202, it is determined whether the vehicle is stopped or running based on the vehicle speed signal (v) read in step 200. When the vehicle is stopped, the process proceeds to the next step 204, and when the vehicle is running, the process proceeds to step 203. .

In step 204, it is determined based on the switch signal (n) read in step 200 whether the power check-off is activated or not. When the power check-off is activated, the process proceeds to the next step 205, and the power check-off is activated. When it is not activated, the process advances to step 203.

In step 205, from the control unit D to the third
A solenoid actuation signal (+
3) is output, and the lock-up clutch 115 is engaged.

Note that this control operation is repeated at every set time by the clock circuit 65.

As described above, in the first embodiment, the lock-up clutch 115 is engaged when the control conditions of being in the neutral range, the vehicle is stopped, and the power take-off is activated, and the power take-off mechanism is activated when the vehicle is stopped. When B is used, the crankshaft 10 and the input shaft 12 are directly connected, the slippage of the torque converter 11 is eliminated, and an increase in the transmission oil temperature -L can be suppressed.

Further, it is possible to avoid a situation where the driving force that has passed through the torque converter 11 is extracted by the power take-off mechanism B due to torque transmission loss, resulting in insufficient driving force even if the engine output is sufficient. Since the vehicle is directly connected to the drive, high-load power take-off operation is possible even when the vehicle is stopped.

Furthermore, since the dependence on cooling by the oil cooler is low, an oil cooler with a small cooling capacity can be used.

Next, a second embodiment shown in FIG. 4 will be described.

In this embodiment, an oil temperature sensor 5 is added to the input sensor of the first embodiment.
05 is added, and the oil temperature sensor 50 is added to the control conditions in the first embodiment as the locker and ab clutch control conditions when stopped.
In this example, a control condition is added that the oil temperature signal (1) from No. 5 is equal to or higher than the set temperature T, and the lock-up is released when the temperature is lower than T even if the conditions in the first embodiment are satisfied. .

Note that the other configurations and functions are the same as those in the first embodiment, so their explanations will be omitted.

Further, an engine rotation speed sensor may be provided in place of the oil temperature sensor 505 of the second embodiment, and a control condition that the engine rotation speed is equal to or higher than a predetermined value may be added.

Although the embodiments of the present invention have been described above in detail with reference to the drawings, the specific configuration is not limited to these embodiments, and the present invention may be modified without departing from the gist of the present invention. included.

For example, in the embodiment, the power tick-off drive gear is provided on the input shaft -1-, but it may be provided on the clutch drum Z as in the conventional example.

In the embodiment, an example was shown in which lock-up operation can be obtained by direct valve control, but it is also possible to provide an oil passage opening/closing valve in the converter pressure oil passage to the lock-up control valve, and to obtain lock-up operation by opening and closing the valve. It may also be a

(Effects of the Invention) As explained above in 1-1, in the lock-up control device for an automatic transmission of the present invention, the lock-up control device for an automatic transmission of the present invention has a means for locking up when the power take-off mechanism is activated when the vehicle is stopped. The effect is that the oil temperature -hn of the transmission oil can be suppressed when the power take-off mechanism is operated.

In addition, direct drive connection allows for high-load power take-off operation even when the vehicle is stopped.

[Brief explanation of drawings]

Fig. 1 is a conceptual diagram of a claim showing a lock-up control device for an automatic transmission according to the present invention, Fig. 2 is an overall view showing a shift and lock-up control device of a first embodiment, and Fig. 3 is a control diagram of a device of a second embodiment. A flowchart showing the flow of the lock-up control operation in the unit, and FIG. 4 is an overall view showing the device of the second embodiment. l... Crankshaft 2... Input shaft 3... Lock-up clutch 4... Torque converter 5... Power take-off mechanism 6... Input sensor 801... Power take-off sensor 602...・Vehicle stop +1 sensor 7...actuator 8...lock-up control means

Claims (1)

[Claims] 1) A torque converter provided between a crankshaft and an input shaft and having a lock-up clutch that directly connects both shafts, and a torque converter that outputs driving force from the input drive system passing through the torque converter to the outside of the system. A lock for an automatic transmission comprising: a power take-off mechanism for extracting power; and a lock-up control means for outputting a clutch engagement signal to an actuator of the lock-up clutch when a predetermined signal indicating lock-up is input from an input sensor. In the up control device, the input sensor is used to control the operation and operation of the power take-off mechanism.
A lock that includes a power take-off sensor that detects non-operation and a vehicle stop sensor that detects vehicle stop, and that engages the lock-up clutch when a signal indicating that the vehicle is stopped and the power take-off is operated is input from the input sensor. A lock-up control device for an automatic transmission, characterized in that it has a lock-up control means for performing up control.