WO1994018477A1 - Regulateur de transmission automatique equipe d'un embrayage a verrouillage - Google Patents

Regulateur de transmission automatique equipe d'un embrayage a verrouillage Download PDF

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Publication number
WO1994018477A1
WO1994018477A1 PCT/JP1994/000165 JP9400165W WO9418477A1 WO 1994018477 A1 WO1994018477 A1 WO 1994018477A1 JP 9400165 W JP9400165 W JP 9400165W WO 9418477 A1 WO9418477 A1 WO 9418477A1
Authority
WO
WIPO (PCT)
Prior art keywords
clutch
port
lock
shift
brake
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP1994/000165
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English (en)
Japanese (ja)
Inventor
Takeshi Inuzuka
Masashi Hattori
Masato Kaigawa
Yasuo Hojo
Atsushi Tabata
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Aisin AW Co Ltd
Original Assignee
Aisin AW Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Aisin AW Co Ltd filed Critical Aisin AW Co Ltd
Publication of WO1994018477A1 publication Critical patent/WO1994018477A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/14—Control of torque converter lock-up clutches
    • F16H61/143—Control of torque converter lock-up clutches using electric control means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed- or reversing-gearings for conveying rotary motion
    • F16H2059/006—Overriding automatic control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed- or reversing-gearings for conveying rotary motion
    • F16H59/48—Inputs being a function of acceleration

Definitions

  • the present invention relates to an automatic shift mode in which the speed change stage is automatically set according to a traveling state such as a vehicle speed and a throttle opening, and a manual shift mode in which the speed change stage is set by manual operation.
  • the present invention relates to a selectable automatic transmission control device with a lock-up clutch.
  • Japanese Patent Application Laid-Open No. 57-184,751 discloses that, in an automatic transmission equipped with a torque converter with a lock-up clutch, when the amount of depression of the accelerator pedal is zero (during deceleration), other conditions may be satisfied. A technique is described for controlling the mouth-up clutch to the released state regardless of the state.
  • Japanese Patent Application Laid-Open Nos. 2-85545 and 2-125174 describe an automatic shift mode for automatically setting a shift stage and a manual speed change mode for manually setting a shift stage.
  • An automatic transmission is described in which a driver can appropriately select one of the following depending on the driver's judgment. According to this device, when the manual shift mode is selected, an arbitrary shift speed can be selected according to the driver's intention, and a shift operability with a good response to an accelerator operation can be obtained.
  • the present invention has been made in view of such a conventional problem. It is an object of the present invention to provide a control device for an automatic transmission with a lock-up clutch that can increase the state in which an engine brake is sufficiently effective when a dynamic transmission mode is selected.
  • the present invention provides a shift mode selecting means for selecting an automatic shift mode for automatically setting a shift stage and a manual shift mode for manually setting a shift stage.
  • a shift mode selecting means for selecting an automatic shift mode for automatically setting a shift stage and a manual shift mode for manually setting a shift stage.
  • one of the specific conditions includes fulfillment of the vehicle deceleration condition, and the control for releasing the mouth-up clutch during deceleration.
  • a lock-up clutch control means for executing the lock-up clutch when the manual shift mode is selected. This problem has been solved by providing a means for inhibiting the release control of the finger.
  • the lock-up clutch release control when the deceleration condition is satisfied is prohibited. Therefore, at that time, the control returns to the basic control.
  • basic control means "control for engaging the mouth-up clutch except under specific conditions", and as a result, the conditions under which the mouth-up clutch must be engaged are expanded. As a result, the number of states (areas) where the engine brake can be fully applied increases.
  • the lock-up clutch release control when the deceleration condition is satisfied is performed without prohibition, so that the soft engine brake that utilizes the buffer action of the torque converter is effective.
  • the control device for an automatic transmission with a mouth-up clutch of the present invention in the manual shift mode, the mouth-up clutch release control during deceleration is not performed, and the basic control is followed. Therefore, the number of states in which the engine brake is fully applied increases, and a shift operability with good response is realized. Can be.
  • FIG. 1 is a block diagram showing the gist of the present invention.
  • FIG. 2 is a block diagram showing one embodiment of the present invention.
  • FIG. 3 is a skeleton diagram of the automatic transmission A in the embodiment.
  • FIG. 4 is a perspective view of a shift lever used in the embodiment.
  • FIG. 5 is a system diagram of a hydraulic control device of the automatic transmission according to the embodiment.
  • FIG. 6 is an operation table of the automatic transmission according to the embodiment.
  • FIG. 7 is a flowchart showing an example of a control routine of the embodiment.
  • FIG. 2 is a block diagram showing a basic configuration of one embodiment of the present invention.
  • E is the engine
  • A is the automatic transmission
  • C is the hydraulic control for the automatic transmission.
  • the automatic transmission A has two modes: an automatic speed change mode that automatically sets the gear position according to driving conditions, and a manual speed change mode that sets the gear position based on manual operation (here, “direct shift mode”). , Abbreviated as “DM”) by operating the shift lever.
  • DM direct shift mode
  • the throttle valve 10 of the engine E has its opening adjusted by an actuator 11, and the actuator 11 is controlled by an engine electronic control unit (E-ECU) 12.
  • E-ECU engine electronic control unit
  • the engine electronic control unit 12 mainly includes a central processing element (CPU), a storage element (ROM, RAM), and an input / output interface, and includes a sensor 1 that detects the amount of depression of the accelerator pedal 13. 4 and the vehicle speed signal, the brake signal from the side brake switch and the foot brake switch, and the engine water temperature signal. Have been. Then, the actuator 11 is operated in accordance with the operation amount of the accelerator pedal 13 to set the throttle valve 10 to a predetermined opening, and the fuel injection amount by the fuel injection device 15 is also adjusted to the throttle opening. Control to an amount suitable for
  • the solenoid valve (not shown) of the hydraulic control device C is controlled by an electronic control device (A-ECU) 16 for the automatic transmission and the shift device 17 is used.
  • A-ECU electronice control device
  • the shift device 17 has a parking range (P), a reverse range (R), a neutral range (N), a drive range (D), a three range (3), and a two range (2).
  • L range (L) and a direct mode range (DM) for manual gear shifting can be switched and selected by a shift lever 18.
  • a switch provided on the shift lever sends an operation signal to the electronic control unit 16 for the automatic transmission to manually operate the first gear.
  • An arbitrary speed range from the first speed to the fourth speed can be set.
  • a plus (+) switch 18 A for shifting the gear in the up direction is provided in front of the upper portion of the shift lever 18.
  • the shift lever 18 is provided with a minus (-) switch 18B in front of the lower portion of the shift lever 18 for shifting the gear in the down direction. If the shift lever 18 is in direct shift mode (DM) and these switches are pressed, the transmission will normally upshift one gear at a time to the current gear. +) Or downshift (1). Note that this operation is configured so that it will not be effective unless it is in direct shift mode (DM).
  • the electronic control unit 16 for the automatic transmission in FIG. 2 is a central processing element (CPU). And memory elements (ROM, RAM) and input / output interfaces as main elements, and the mode selected according to the shift position signal input from the shift device 17. Determines whether the gear is in automatic shift mode or manual shift mode (direct shift mode). When the direct shift mode is selected, the signal from the plus switch 18A or the minus switch 18B is applied. The gear position is determined in accordance with the gear position, and a gear change command signal corresponding to the gear position is output to the hydraulic control device C.
  • Signals such as a turbine rotation signal, a vehicle speed V, an accelerator operation amount 0, a brake signal, an engine water temperature, and a pattern select signal are input to the electronic control unit 16 for the automatic transmission.
  • the automatic transmission A includes a torque converter 21 having a lock-up clutch 20, a second transmission section (overdrive mechanism) 30 having a set of planetary gear mechanisms, and two sets of planetary gear mechanisms. And a first transmission section (under drive mechanism) 40 for setting a plurality of forward gears and a reverse gear.
  • the second transmission section 30 performs high-low switching between two stages, and a carrier 31 of the planetary gear mechanism is connected to a turbine runner 22 of the torque converter 21.
  • a clutch C0 and a one-way clutch F0 are provided between the carrier 31 and the sun gear 32 so as to be in a parallel relationship with each other. Further, a brake B0 is provided between the sun gear 32 and the housing HU.
  • the sun gears 41 and 42 of each planetary gear mechanism of the first transmission unit 40 are provided on a common sun gear shaft 43, and the left side (front) of the first transmission unit 40 in FIG.
  • a clutch C 1 is provided between the ring gear 44 of the planetary gear mechanism of the second side) and the ring gear 33 of the second transmission portion 30. Have been.
  • a clutch C2 is provided between the sun gear shaft 43 and the ring gear 33 of the second transmission portion 30.
  • the carrier 45 of the planetary gear mechanism on the left side in the figure and the ring gear 46 of the planetary gear mechanism on the right side (the lear side) are integrally connected.
  • An output shaft 47 is connected to the carrier 45 and the ring gear 46.
  • a brake B 1 which is a node brake, is provided to stop the rotation of the sun gear shaft 43.
  • the brake B 1 is provided on the outer peripheral side of the clutch drum of the clutch C 2.
  • a one-way clutch F 1 and a brake B 2 are arranged in series between the sun gear shaft 43 and the housing H U.
  • a one-way clutch F2 and a brake B3 are arranged in parallel between the carrier 48 and the housing HU in the planetary gear mechanism on the rear side.
  • FIG. 5 shows the essential parts of the hydraulic control device C in detail.
  • reference numeral 74 denotes a manual valve.
  • This manual valve 74 includes a spool 72 that is moved in conjunction with the movement of the shift device 17, and guides a line pressure PL regulated by a primary regulator valve (not shown). It is connected to the pressure oil passage 76. That is, in the 3, D, or DM range, the spool 72 is positioned at the D position shown in the drawing, so that a forward range pressure having the same magnitude as the line pressure PL is output from the D port 78. In the S (2) range, the spool 72 is positioned at the S position, so that the line pressure PL is output from the D port 78 and the S port 80, and in the L (1) range. When the spool 72 is positioned at the L position, the line pressure PL is output from the D port 78, the S port 80, and the L port 82.
  • the line pressure PL output from the D port 78 is supplied to the clutch C 1, and is also supplied to the first solenoid valve via orifices 84 and 88. (Solenoid) 62 Supplied to the third solenoid valve 66. Further, the line pressure PL in the line pressure oil passage 76 is also supplied to the second solenoid valve 64 via the orifice 86.
  • the first to third solenoid valves 62, 64, and 66 are on-off valves, respectively, and release the orifices 84, 86, and 88 downstream in the energized state. At the time of non-excitation, the downstream side of orifices 84, 86, and 88 is closed to generate signal pressures Ps1, Ps2, and Ps3, respectively.
  • the line pressure PL output from the S port 80 is supplied to a supply port 92 of the 0 / D lock valve 90.
  • the OZD lock valve 90 is selectively positioned between a non-open position where the supply port 92 communicates with the output port 94 and an open position where the output port communicates with the drain port 96.
  • the spool 98 to be moved, the spring 100 for urging the spool 98 toward the lock position, and the signal pressure Ps1 for guiding the spool 98 to the non-lock position are guided.
  • An oil chamber 102 is provided. 0
  • the ZD lock valve 90 activates the coast brake cut-off valve 104 when the shift device 17 is operated to the S range or the L range and the first solenoid valve 62 is de-energized.
  • the oil pressure to be preferentially positioned at the non-power position is output from the output port 94.
  • the coast brake cut-off valve 104 is for operating the engine brake in the first and second speed stages of the direct shift mode, and is a D port 7 8 of the manual valve 74.
  • An input port 106 and a drain port 118 are connected to one of the input port 106 and the drain port 118 by a spool 110.
  • the output port 108 connected to the first D port 16 2 of the shift valve 1 48 is selectively connected.
  • Reference numeral 112 denotes a spring for urging the spool 110 in the valve opening direction, and 114 denotes a housing for accommodating the spring 112 and hydraulic pressure from the output port 94.
  • the oil chamber 1 16 is an oil chamber for receiving a signal pressure Ps 3 for positioning the spool 110 at the cutting position against the urging force of the spring 112.
  • the spool 110 is positioned at the cut position when the signal pressure Ps3 is generated, but when the oil pressure from the output port 94 is acting on the oil chamber 114, The spool 110 will be preferentially positioned at the non-cut position.
  • Shift valve 1 20 is a valve that is switched by the second solenoid valve 64 when shifting from the first gear to the second gear, and includes a spool 122 and a spring 1 that energizes the spool 122.
  • An oil chamber is provided for receiving a signal pressure Ps2 for moving the spool against the spring. The oil chamber receives the signal pressure for moving the spool against the spring.
  • the 1-2 shift valve 120 has a second course port 130 and a first port selectively connected to one of the second course port 130 and the drain port 132. Brake ports 13 and 3 are formed. The first brake port 13 3 is connected to the brake B 1 via a second course storage valve 13 4. Also, the 1-2 port shift valve 120 is provided with a D port 136 communicating with the D port 788 of the manual valve 74, and the D port 136 and other drains are provided. A brake B2 is connected to a second brake port 140 selectively communicated with one of the ports 138. Further, a third brake port 146 selectively connected to one of the other drain port 144 and one of the mouth-course ports 144 is connected to the brake B3.
  • the 2-3 shift valve 148 is a valve that is switched by the first solenoid valve 62 when shifting from the second gear to the third gear, and includes a spool 150 and a split spring for urging the spool 150. Signal chamber Ps 1 to move the spool 150 against the spring 15 And a receiving oil chamber 1 5 6.
  • the L range pressure output from the L port 82 of the manual valve 74 is supplied to the oil chamber 154.
  • the 2-3 shift valve 1488 is provided with a first drain port 158, a brake port 160, and a first D port 162. 1 — 2 Shift valve 1 2 0 Connected to second port 13 0 of brake valve, and its brake port 16 0 is connected to 1st drain port 15 8 and 1 D port 16 2 One is selectively communicated.
  • the 2-3 shift valve 1488 is provided with a hold output port 1664, an input port 1666, a clutch port 1668, and a second drain port 170 in order. I have. Then, the first drain port 158 and the brake port
  • the 2-3 shift valve 1488 is provided with a brake port 172 and a second D port 174, and a clutch port 168 is connected to the input port 166.
  • the second drain port 170 communicates with the brake port 172, and conversely, the clutch port 1668 connects with the second drain port.
  • the brake port 172 and the second D port 174 communicate with each other.
  • the clutch port 168 is connected to the clutch C 2 and the oil chamber 126 of the 112 shift valve 120.
  • the brake port 172 is connected to a low-course port 144 of a 1-2 shift valve 120 through a mouth-coast modulator 176.
  • Shift valve 180 is moved from third gear to second gear by second solenoid valve 64.
  • the oil chamber 186 is connected to a hold output port 164 of a 2-3 shift valve 148.
  • the input port 190 connected to the line pressure oil passage 76 is connected to the brake B0
  • the input port 190 communicates with the clutch port 194 connected to the clutch C0.
  • the hydraulic control device C configured as described above has a first solenoid valve 62, a second solenoid valve 64, and a second solenoid valve depending on the operation position of the shift device 17.
  • the combination of the operations of the solenoid valves 66 engages or disengages each friction engagement device, thereby realizing a predetermined gear.
  • the symbol ⁇ indicates the excited state or the engaged state
  • the mark X indicates the non-excited state or the released state, respectively.
  • the third solenoid valve 66 When the shift command of the first speed or the second speed in the case where the direct shift mode described later is set, the third solenoid valve 66 is excited and the coast brake cut-off valve 1 is set. Since the spool 114 of 110 is positioned at the position shown on the left side of FIG. 5, the forward range pressure output from the D port 78 of the manual valve 74 becomes 2-3rd of the shift valve of the shift valve 14 8. Supplied to 1 D port 16 2 and 2 D port 17 4. Therefore, when establishing the first speed or the second speed, if the first solenoid valve 62 is in the excited state, the spool 150 of the 2-3 shift valve 1 48 will cause the spring 1 50 to rotate. 5 According to the biasing force of 2, it is positioned at the position shown on the right side of FIG.
  • the first D port 16 2 communicates with the brake port 16 0 and the second D port 1 7 4 Communicates with brake port 17 2. Therefore, they move forward to the second-course port 130 and the low-course port 144 of the 112 shift valve 120, which communicate with the brake port 160 and the brake port 172, respectively. Range pressure is supplied.
  • the signal shift Ps 2 is supplied to the oil chamber 128 of the first shift valve 120 so that the one-course top port 144 is connected to the third brake port. Since the brake B3 is engaged by the supply of the forward range pressure, the rotation of the carrier 48 is prevented, and the engine brake operates even in the first speed. In addition, in the second speed stage, the signal pressure P s 2 is not supplied to the oil chamber 128 of the second shift valve 120, and the second coast port 130 is set to the first brake. Since the brake B1 is engaged by the supply of the forward range pressure, the rotation of the sun gears 41, 42 in the first transmission portion 40 is prevented by being connected to the port 133. The engine brake also operates in the second gear.
  • the automatic transmission A can perform a shift in the automatic shift mode and a shift in the manual shift mode, and can switch between the modes and change the gear position in the manual shift mode.
  • the selection is performed by the shift device 17 described above.
  • the direct shift mode (DM) by operating the switch 18A or 18B of the shift lever 18, any one of the first to fourth speeds can be obtained.
  • the electronic control unit 16 for the automatic transmission shifts to the first to third solenoid valves S1, S2, and S3 of the hydraulic control unit C according to the set shift stage. Outputs command signal.
  • the electronic control unit 16 for the automatic transmission executes the basic control for directly connecting the torque converter 21 by engaging the lock-up clutch 20 (hereinafter referred to as ON) except under specific conditions.
  • the following conditions (1) to (6) correspond to the specific conditions,
  • the lock-up clutch 20 is released (hereinafter referred to as 0FF).
  • the condition (1) corresponds to the condition for determining that the vehicle is decelerating.
  • step 301 When the lock-up clutch control is started, whether the engine cooling water temperature is 60 ° C or more in step 301 and whether the third solenoid valve 66 is normal in step 303 Judge. If these conditions are not satisfied, the lock-up clutch is turned off in step 3 25.
  • Steps 305 to 309 to shift the shift position to 2 ranges, L range, and R range. Judge the range, and shift any of these If yes, go to step 3 25 to turn off the lock-up clutch. If it is not any of the above shift positions, determine in step 311 whether or not it is in the direct shift mode. If it is not in the direct shift mode, that is, in the case of the automatic shift mode, the judgment in step 311 is N0, and the brake 0N or idle switch is performed in steps 313 and 315. Judge whether it is ON.
  • step 3 25 it is determined that the vehicle is decelerating, and the process proceeds to step 3 25 to set the lock-up clutch to 0 FF. If it is neither brake 0 N nor idle switch 0 N, it is determined that the vehicle is not decelerating, and the process proceeds to step 3 17. In this step 317, it is determined whether or not the idle switch was 0N during the previous processing, and if the determination in step 317 is YES, it has been switched from idle 0N to 0FF. Judgment is made, and in that case, the lock-up clutch is turned off for 0.5 seconds in step 3 23 and the process proceeds to step 3 19.
  • step 3 19 If the previous time was also 0 FF, proceed to step 3 19 without passing through step 3 23, and determine whether or not shifting is in progress. If shifting is in progress, proceed to step 3 25 and lock up The clutch is turned off, and if the vehicle is not shifting, the process proceeds to step 321, where it is determined whether the vehicle speed is equal to or lower than a predetermined value. If the value is less than the predetermined value, the lock-up clutch is turned off, and if the value exceeds the predetermined value, ⁇ N is set (step 330).
  • step 311 the judgment in step 311 is YES, and the steps 311, 315, and 31 Pass 3 1 7.
  • the deceleration opening clutch clutch OFF control is prohibited, and the process proceeds to step 319.
  • the lock-up clutch OFF control during deceleration is not performed in the direct shift mode. Therefore, in the direct shift mode, the condition of the lock-up clutch 0 N is accordingly broadened, and the state where the engine brake is sufficiently effective (travel region) is increased.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Fluid Gearings (AREA)
  • Control Of Transmission Device (AREA)

Abstract

Régulateur de transmission automatique permettant de sélectionner un mode de changement direct (mode de transmission manuel) prévoyant l'enclenchement d'un embrayage verrouillable en fonction d'une commande de base en passant par des paliers (315, 317, 319) d'exécution de la commande de libération de l'embrayage verrouillable au moment de la décélération en mode de changement direct.
PCT/JP1994/000165 1993-02-05 1994-02-04 Regulateur de transmission automatique equipe d'un embrayage a verrouillage Ceased WO1994018477A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP5/18450 1993-02-05
JP1845093A JP2855150B2 (ja) 1993-02-05 1993-02-05 ロックアップクラッチ付き自動変速機の制御装置

Publications (1)

Publication Number Publication Date
WO1994018477A1 true WO1994018477A1 (fr) 1994-08-18

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Application Number Title Priority Date Filing Date
PCT/JP1994/000165 Ceased WO1994018477A1 (fr) 1993-02-05 1994-02-04 Regulateur de transmission automatique equipe d'un embrayage a verrouillage

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JP (1) JP2855150B2 (fr)
WO (1) WO1994018477A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5562571A (en) * 1993-08-04 1996-10-08 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Lockup clutch released then re-engaged during deceleration control method

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5050774B2 (ja) * 2007-10-16 2012-10-17 トヨタ自動車株式会社 車両の制御装置
JP4971967B2 (ja) * 2007-12-21 2012-07-11 ジヤトコ株式会社 自動変速機のロックアップクラッチ制御装置
JP6922757B2 (ja) 2018-01-24 2021-08-18 トヨタ自動車株式会社 自動変速機の制御装置

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS55112454A (en) * 1979-02-20 1980-08-30 Aisin Warner Ltd Control device for clutch directly connected with torque converter of automatic speed-changing device
JPS57161358A (en) * 1981-03-30 1982-10-04 Nissan Motor Co Ltd Lockup control device for lockup type automatic speedchanger
JPS5828048A (ja) * 1981-08-07 1983-02-18 Nissan Motor Co Ltd ロツクアツプ式自動変速機のロツクアツプ制御装置
JPS5977165A (ja) * 1982-10-21 1984-05-02 Mazda Motor Corp ロツクアツプ付自動変速機
JPS61248947A (ja) * 1985-04-26 1986-11-06 Mazda Motor Corp 自動車用電子制御変速機

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS55112454A (en) * 1979-02-20 1980-08-30 Aisin Warner Ltd Control device for clutch directly connected with torque converter of automatic speed-changing device
JPS57161358A (en) * 1981-03-30 1982-10-04 Nissan Motor Co Ltd Lockup control device for lockup type automatic speedchanger
JPS5828048A (ja) * 1981-08-07 1983-02-18 Nissan Motor Co Ltd ロツクアツプ式自動変速機のロツクアツプ制御装置
JPS5977165A (ja) * 1982-10-21 1984-05-02 Mazda Motor Corp ロツクアツプ付自動変速機
JPS61248947A (ja) * 1985-04-26 1986-11-06 Mazda Motor Corp 自動車用電子制御変速機

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5562571A (en) * 1993-08-04 1996-10-08 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Lockup clutch released then re-engaged during deceleration control method

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Publication number Publication date
JP2855150B2 (ja) 1999-02-10
JPH06235456A (ja) 1994-08-23

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