JP3077912B2 - 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 shift control device for an automatic transmission.

[0002]

2. Description of the Related Art As disclosed in JP-A-62-246652, in an automatic transmission mounted on a vehicle,
In general, the shift is performed by changing the operation mode of a plurality of frictional engagement elements that are both operated by hydraulic pressure. That is, the operation mode of the plurality of frictional fastening elements is changed to change the usage mode of the gears interposed in the power transmission path. Therefore, there is a “shift” in the timing of the operation change between these friction fastening elements.
Occurs, there arises a problem such as a shift shock or engine idling.

In order to cope with such a problem, a timing valve is provided in a hydraulic circuit of an automatic transmission, and an operating pressure of one frictional engagement element is introduced as a pilot pressure to the timing valve, thereby obtaining another timing. The timing of supplying the hydraulic pressure to the friction engagement element is adjusted.

[0004]

However, if a situation occurs in which the operating pressure of the one frictional fastening element suddenly rises in the initial stage, the other frictional fastening elements are affected by the rise. Therefore, there arises a problem that the operation of the other frictional engagement element starts early. Of course, if the operation of the other frictional engagement element starts early, a timing mismatch will occur in the operation change between one frictional engagement element and the other frictional engagement element. Therefore, the above-described problems such as the shift shock occur.

[0005] Regarding the rapid rise of the operating pressure described above,
As a cause of the occurrence, for example, a piston provided in an oil chamber in the friction fastening element (forcing engagement of the friction fastening element)
May not slide smoothly. That is, for example, when the compression of the O-ring interposed between the piston and the oil chamber wall surface is large (for example, if there is an error in the tolerance range of the piston dimensions, the interval between the piston and the oil chamber wall surface becomes small) When the O-ring is greatly compressed,
Pressure becomes excessive), and the sliding friction of the piston increases, so that a phenomenon occurs in which the operating pressure of the one friction fastening element rapidly rises in an initial stage.

[0006] Therefore, an object of the present invention is to control the influence of the rising of the operating pressure of one frictional fastening element, which is taken in as the pilot pressure of the timing valve, even if the operating pressure of the frictional fastening element suddenly rises in its initial stage. It is an object of the present invention to provide a shift control device for an automatic transmission in which another frictional engagement element starts its operation at an appropriate timing without receiving the same.

[0007]

SUMMARY OF THE INVENTION In order to achieve the above technical object, according to the present invention, an operation mode of a plurality of frictional engagement elements is changed based on a shift command generated according to an operation state. Assuming a shift control device of an automatic transmission, which is adapted to shift by:

[0008] The operating pressure of one frictional fastening element is changed to a pilot pressure.
A timing valve that controls the timing of supplying hydraulic pressure to the other frictional engagement elements in response to the pilot pressure ; and a base for supplying hydraulic pressure to the other frictional engagement elements that is supplied to the timing valve. and the source pressure supply timing adjusting means for adjusting the supply timing of the source pressure comprising, receiving said shift command, and controls the source pressure supply timing adjusting means, with respect to the timing valve is delayed a predetermined time period than the speed change command And a main pressure supply delay control means for supplying a main pressure.

That is, in the present invention, even if a shift command is issued, the original pressure itself of the hydraulic pressure supplied to the other frictional engagement elements is not supplied to the timing valve for a predetermined period after the shift command. is there.

[0010]

Therefore, even if the operating pressure of one frictional fastening element suddenly rises in the initial stage, the original pressure is not supplied to the timing valve in this initial stage. The operation of the other frictional engagement elements will not be prematurely affected by the rise of the operating pressure.

[0011]

Embodiments of the present invention will be described below with reference to the accompanying drawings. FIG. 2 shows an outline of the automatic transmission 10. This automatic transmission 10 includes a torque converter 20, a transmission gear mechanism 30 driven by an output of the torque converter 20, and a main gear 30 as main components. A plurality of friction fastening elements 41 to 46 such as clutches or brakes for changing the usage of gears interposed in the power transmission path of the mechanism 30
And one-way clutches 51 and 52, so that, for example, in each range position of D, 2, and 1 as the travel range, for example, in the D range, each of the first to fourth speeds can be obtained.

The torque converter 20 is provided with a pump 22 fixed to a pump case 21 connected to the engine output shaft 1, and is disposed to face the pump 22 so as to be operated by the pump 22 via hydraulic oil. A driven turbine 23;
A stator 25 interposed between the pump 22 and the turbine 23 and supported by the transmission case 11 via a one-way clutch 24 to increase the torque; The engine output shaft 1 and the turbine 23 are provided between the turbine 23 and the pump case 21.
And a lock-up clutch 26 that is directly connected to the transmission mechanism 30. The rotation of the turbine 23 is output to the transmission mechanism 30 via a turbine shaft 27.

Here, the engine output shaft 1 has a
Pump shaft 1 extending through bin shaft 27
2 is connected to the front end of the transmission 10 by the shaft 12.
The drive of the oil pump 13 provided at the rear end portion is performed.

The transmission gear mechanism 30 is constituted by a Ravignon-type planetary gear device,
7, a small-sized small sun gear 31 loosely fitted on the shaft 7, a large-diameter large sun gear 32 loosely fitted on the turbine shaft 27 at the rear of the sun gear 31, and a front half of the small sun gear 31. A long pinion gear 34 meshed with a top pinion 33 and a rear half meshed with the large sun gear 32; a carrier 35 rotatably supporting the long pinion gear 34 and the short pinion 33; and a front half of the long pinion gear 34 And a ring gear 36 meshed with.

A forward clutch 41 is provided between the turbine shaft 27 and the small sun gear 31.
And a first one-way clutch 51 are interposed in series,
A cost clutch 42 is provided in parallel with the clutches 41 and 51. A 3-4 clutch 43 is interposed between the turbine shaft 27 and the carrier 35. Further, a reverse scratch 44 is interposed between the turbine shaft 27 and the large sun gear 32.

Between the large sun gear 32 and the reverse scratch 44, a 2-4 brake 45 comprising a band brake for fixing the large sun gear 32 is provided. Further, between the carrier 35 and the transmission case 11, a second one-way clutch 52 for receiving the reaction force of the carrier 35 and a roller brake 46 for fixing the carrier 35 are arranged in parallel. It is provided in. The ring gear 36 is connected to the output gear 14, and the rotational force is transmitted from the output gear 14 to left and right wheels (not shown) via a differential device.

Next, the relationship between the operating states of the frictional engagement elements 41 to 46 and the one-way clutches 51 and 52 and the gears will be described.

The first speed forward clutch 41 is engaged, and the first and second one-way clutches 51 and 52 are locked. For this reason, the output rotation of the torque converter 20 is controlled by the small sun gear 3 from the turbine shaft 27 via the forward clutch 41 and the first one-way clutch 51.
1 is input. In this case, the second one-way clutch 5
2, the carrier 35 is fixed by the action of 2, so that the planetary gear device 30
The rotation is transmitted to the ring gear 36 via the top pinion gear 33 and the long pinion gear 34. In other words, since it operates as a fixed gear train that does not perform the operation, a first speed state with a large reduction ratio corresponding to the ratio between the small sun gear 31 and the ring gear 36 is obtained.

2nd speed In addition to the above 1st speed state, the 2-4 brake 45 operates,
The large sun gear 32 in the planetary gear device 30 is fixed, and the second one-way clutch 52 is idle. Therefore, the rotation transmitted from the turbine shaft 27 to the small sun gear 31 is transmitted to the long pinion gear 34 via the short pinion gear 33. Here, the long pinion gear 34 revolves on the large sun gear 32 because the large sun gear 32 meshing with the long pinion gear 34 is fixed, and the carrier 35 rotates accordingly. Accordingly, the rotation of the ring gear 36 is increased by the rotation of the carrier 35 (the revolution of the long pinion gear 34) compared to the first speed state, and a second speed state having a smaller reduction ratio than in the first speed state is obtained.

In the third speed and the third speed, the 2-4 brake 4
5 is released, and the 3-4 clutch 43 is engaged. Therefore, the rotation of the turbine shaft 27 is controlled by the forward clutch 41 and the first one-way clutch 51.
Is input to the small sun gear 31 via
The signal is also input to the carrier 35 via the 3-4 clutch 43. Therefore, the entire planetary gear device 30 rotates integrally, and the ring gear 36 is rotated by the turbine shaft 27.
A third speed state in which the motor rotates at the same speed as that of the second speed is obtained.

In the 4th speed and the 4th speed, the released state is once set in the above 3rd speed.
The four brakes 45 are fastened again. Therefore, the rotation of the turbine shaft 27 is input to the carrier 35 of the planetary gear device 30 from the 3-4 clutch 43, and the long pinion gear 34 revolves. At this time, the large sun gear 32 meshed with the long pinion gear 34
Is fixed by the 2-4 brake 45, the long pinion gear 34 rotates while revolving with the carrier 35.

Accordingly, the ring gear 36 meshing with the long pinion gear 34 is rotated at a speed corresponding to the rotation of the long pinion gear 34 due to the rotation of the carrier 35 (rotation of the turbine shaft 27). Fourth speed in the ball drive state is obtained. In this case, although the forward clutch 41 is in the engaged state, the rotation of the turbine shaft 27 is not input to the small sun gear 31 because the first one-way clutch 51 in series with the forward clutch 41 idles. Absent.

The reverse reversing scratch 44 and the low reversing brake 46 are fastened, and the rotation of the turbine shaft 27 is controlled by the above-mentioned rotation.
The rotation is transmitted to the diver gear 32 and transmitted through a fixed gear train extending from the radi gear 32 to the long pinion gear 34 and the ring gear 36.

As described above, the engagement or release of the friction engagement elements 41 to 46 is controlled by a hydraulic circuit (a part of which is shown in FIG. 1). FIG. 1 shows a circuit portion related to the engagement of the 3-4 clutch 43 and the release of the 2-4 brake 45 extracted from the hydraulic circuit attached to the automatic transmission 10. That is, the circuit part involved in obtaining the third speed state is shown in FIG.

As shown in FIG. 3, the 3-4 clutch 43 has a first clutch plate group 60 and a second clutch plate group 61 as a specific structure. Each clutch plate of the second clutch plate group 61 is inserted between the clutch plates of the plate group 60. The first clutch plate group 60 is provided on the turbine shaft 27, and the second clutch plate group 61 is provided on the turbine shaft 27.
Is provided on a cover member 62 which is fixedly provided on the cover member 62.

The interior space of the cover member 62 is filled with an oil solution, and a piston 63 is slidably disposed in the cover member 62 so as to face the second clutch plate group 61. The cover member 62 is moved by the piston 63.
Is defined as two chambers, a first oil chamber 64A and a second oil chamber 64B, and the 3-4 clutch 43 is connected to the first oil chamber 64A.
The first oil chamber 64A is hereinafter referred to as a clutch-arranged oil chamber as required.

When hydraulic pressure is supplied into the second oil chamber 64B, the piston 63 moves leftward in the drawing, and the second clutch plate group 61 is forcibly moved with the leftward movement of the piston 63. Displaced to the left, the second clutch plate group 6
1 and the first clutch plate group 60 are brought into pressure contact with each other.
-4 clutch 43 is engaged (hereinafter referred to as second oil chamber 6).
4B is referred to as a fastening side oil chamber as necessary).

On the other hand, when the hydraulic pressure in the engagement side oil chamber 64B is drained, the piston 63 moves to the right by the urging force of the spring 65, thereby causing the 3-4
The clutch 43 is released. Since such a 3-4 clutch 43 is conventionally known, further description will be omitted.

As shown in FIG. 1, the 2-4 brake 45 has a piston 68 in the main body of the actuator 67.
The interior of the main body is defined by the piston 68 into two chambers, a release-side oil chamber 67A and a fastening-side oil chamber 67B. An operating rod 69 is provided integrally with the piston 68, and when the operating rod 69 is extended (moves upward in the drawing), the 2-4 brake 45 is in a fastening state. In the drawing, reference numeral 70 denotes a spring for urging the piston 68 to the release side. Since such an actuator 67 for the 2-4 brake 45 is conventionally known, further detailed description will be omitted.

In FIG. 1, reference numeral 100 denotes a 3-4 clutch line that communicates with the engagement side oil chamber 64B of the 3-4 clutch 43.
The third shift valve 101 is connected to a port a, and a check valve 102 is interposed in the vicinity of the port a. The check valve 102 is connected to the above-mentioned 3 shift valve 101 side.
-4 The arrangement is such that the supply of hydraulic pressure to the clutch 43 is permitted, while the flow in the reverse direction is prohibited.

The 3-4 clutch line 100
Is provided with a bypass line 104 in parallel with the one-way orifice 103, and a bypass valve 105 is interposed in the bypass line 104.

In the 2-3 shift valve 101, an output line 107 connected to the manual valve 106 is connected to a port b of the 2-3 shift valve 101. The output line 107 is provided when the manual valve 106 is in the D range position or the 2 range position. In this case, the pump communicates with a main line (not shown) connected to a pump (not shown). And the above 2
The port a and the port b of the -3 shift valve 101 are communicated when the first solenoid valve 108 is turned off.
7, 2-3 shift valve 101, 3-4 clutch line 100 through the clutch line 100, the engagement side oil chamber 64B of the 3-4 clutch 43
(3-4 clutch 43 engagement).

One end of a source pressure supply line 108 is connected to the 3-4 clutch line 100 between the check valve 102 and the connection portion of the bypass line 104, and the other end of the source pressure supply line 108 The other end is connected to the port a of the 3-4 shift valve 109. The 3-4 shift valve 109 has a release pressure supply line 111 at port b.
The other end of the release pressure supply line 111 is connected to the release side oil chamber 67A of the 2-4 brake 45.

Port a of the above-mentioned 3-4 shift valve 109
And port b, the second solenoid valve 110 is OFF
The 3-4 clutch line 1 is communicated when
00, the line pressure is supplied to the release pressure supply line 111 through the source pressure supply line 108, and the line pressure is supplied through the release pressure supply line 111 to the above-described 2-4.
The oil is supplied to the release side oil chamber 67A of the brake 45 (2-4).
Release of brake 45).

The release pressure supply line 111
Is the 2-3 timing valve 11 provided in the middle of the
2 to open and close. That is, the release pressure supply line 111 is connected to the port a and the port b of the 2-3 timing valve 112, and these ports are connected.
The port a and the port b are communicated when the spool 112a moves to the right, and when the spool 112a moves to the left, the communication between the port a and the port b is made. Will be shut off.

The 2-3 timing valve 112 has a left end chamber 112A and a right end chamber 112B with the spool 112a interposed therebetween, and a port c opening to the left end chamber 112A.
Is connected to a first pilot line 113 connected to the 3-4 clutch line 100. On the other hand, a port d opening to the right end chamber 112B is connected to the release pressure supply line 111 (the 2-3 timing valve 112).
A second pilot line 114 connected to the (2-4 brake 45 side) is connected to the first and second pilot lines 113 and 114. Orifices 115 and 116 are interposed in the first and second pilot lines 113 and 114, respectively. I have.

Such a 2-3 timing valve 112
, The release-side oil chamber 6 of the 2-4 brake 45
7A and the hydraulic pressure in the engagement side oil chamber 64B of the 3-4 clutch 43, the release side oil chamber 6
7A is supplied, and as a result, 3-4
The release timing of the 2-4 brake 45 is adjusted according to the degree of engagement of the clutch 43.

In FIG. 1, reference numeral 117 denotes 3-4
2-3 accumulator for buffering when the clutch 43 is engaged
The 2-3 accumulator 117 is connected to the 3-4 clutch line 100 via a one-way orifice 118. In the release pressure supply line 111, the 2-3 timing valve 11
A one-way orifice 119 is interposed in the line on the side of the 2-4 brake 45 relative to 2.

In FIG. 1, reference numeral 120 denotes a control unit constituted by a microcomputer, for example.
U, POM, RAM, etc. are provided. This control
Signals from the sensors 121 and 122 are input to the console unit 120. The sensor 121 detects a vehicle speed. The sensor 122 detects a throttle opening (engine load).

The control unit 120 generates a shift control signal based on the vehicle speed and the throttle opening, and the shift control signal is transmitted to the first and second solenoid valves 1 and 2.
It is sent to various solenoid valves in the hydraulic circuit such as 08 and 110. As is known, the shift control signal is generated by comparing the detected vehicle speed and the detected throttle opening with an upshift line or a downshift line in a shift map (not shown). Here, the control content of the upshift from the second speed to the third speed will be described below.

First, in the second speed, the first solenoid valve 10
8 and the second solenoid valve 110 are both turned on. On the other hand, the third speed is obtained by turning off both the first solenoid valve 108 and the second solenoid valve 110 as described above.

When the operation state crosses the 2-3 upshift line, the control unit 120 simultaneously operates the first and second solenoid valves 108, 1 at the same time.
Consider a case in which a gearshift command (both OFF signals) is sent to 10 (control equivalent to a conventional example). FIG. 4 shows a state where the gear shifting is ideally performed in this case.

The ideal shift state shown in FIG. 4 will be described.
First, a hydraulic pressure is supplied to the engagement side oil chamber 64B of the 3-4 clutch 43, and a release source pressure for the 2-4 brake 45 is supplied to the 3-4 shift valve 108. Then, the internal pressure of the engagement side oil chamber 64B of the 3-4 clutch 43 is changed to the 2-3 timing valve 112 indicated by a broken line in FIG.
2-3 timing valve 1
Communication between port 12 and port b is started, and 2-4
The release pressure starts to be supplied to the release side oil chamber 67A of the brake 45. Then, after the clutch pressure of the 3-4 clutch 43 gradually increases, that is, the so-called “tap pressure” (3−3).
After the start of the engagement of the four clutch 43), the 2-4 brake 45
Of the brake band (not shown) is started, whereby the shift to the third speed is actually started.

FIG. 5 shows a case where the oil pressure suddenly rises immediately after the supply of the oil pressure to the engagement side oil chamber 64B of the 3-4 clutch 43 (the oil pressure rise indicated by a peak A in FIG. 5). Here is an example. Such an abnormal state is, for example, a phenomenon that occurs when the piston 63 shown in FIG. 3 does not normally move leftward. That is, when the piston 63 tilts to the left and moves to the left, for example, and the sliding resistance becomes abnormally large, the volume expansion of the engagement-side oil chamber 64B does not proceed smoothly, so that the internal pressure of the engagement-side oil chamber 64B decreases. It grows rapidly.

When the above-mentioned peak A appears immediately after the gear change command, the peak A is generated (2−2).
3 When the operating pressure of the timing valve 112 is reached), FIG.
As shown in (2), the communication between the port a and the port b of the 2-3 timing valve 112 is started and the 2-4 brake 45 is started.
The release pressure of the engine is started to be supplied, the 2-4 brake 45 is released before the engagement of the 3-4 clutch 43 is started, and a so-called idling of the engine speed occurs. .

FIG. 6 shows the contents of the control according to the embodiment. In the present embodiment, an OFF signal is output to the first solenoid valve 108 simultaneously with the 2-3 shift command, and an OFF signal is transmitted to the second solenoid valve 110 for the first time after a predetermined time T _{0 has} elapsed. It has become. That is, in this embodiment, the first time the second solenoid valve 110 when a predetermined time T ₀ after the start of the supply of oil pressure has elapsed for the 3-4 clutch 43 is O
FF is performed so that the port a and the port b of the 3-4 shift valve 109 are communicated, and supply of line pressure from the source pressure supply line 108 to the release pressure supply line 111 is started.

The predetermined time T ₀ is equal to or less than 3-4 clutch 43.
The internal pressure of the engagement side oil chamber 64B is 2-3 timing valve 1
12 and before the peak pressure
The time T ₀ may be after the time when the pressure A is generated, and the preferable time T ₀ may be determined based on the experimental result.

By performing the above control, if the peak
Even when the peak pressure A is generated, at the time when the peak pressure A is generated, the port a of the 3-4 shift valve 109 and the port
Communication with the b is cut off, and the 3-4 shift valve 1
In step 09, the source pressure is not supplied to the release pressure supply line 111, so that the peak pressure A is not affected by the release pressure supply timing to the 2-4 brake 45. Absent. Therefore, regardless of the presence or absence of the peak pressure A, as shown in FIG. 6, the supply timing of the release pressure to the 2-4 brake 45 is set to a substantially ideal state (FIG. 4).
Reference).

[0049] Having described the embodiments of the present invention, the invention Without being limited to this embodiment, for example, instead of the predetermined time T _0, 3-4 engagement side oil chamber 6 of the clutch 43
The OFF signal may be sent to the second solenoid valve 110 when the internal pressure of 4B is detected and the internal pressure becomes a pressure state slightly smaller than the operating pressure of the 2-3 timing valve 112. .

[0050]

As is apparent from the above description, according to the present invention, even if the operating pressure of one frictional engagement element taken in as the pilot pressure of the timing valve suddenly rises in its initial stage. Thus, the operation start timing of the other frictional engagement elements can be made appropriate without being affected by the rise of the operation pressure.

[Brief description of the drawings]

FIG. 1 is a circuit diagram extracting and showing a circuit portion related to a 2-3 upshift in a hydraulic circuit of an automatic transmission.

FIG. 2 is an overall configuration diagram of an automatic transmission.

FIG. 3 is a sectional view showing details of a 3-4 clutch.

FIG. 4 shows a conventional control example, and is a timing chart when the conventional control is performed normally.

FIG. 5 is a timing chart showing a conventional control example when the conventional control is not performed normally.

FIG. 6 is a timing chart showing the contents of control according to the embodiment of the present invention.

[Explanation of symbols]

Reference Signs List 10 automatic transmission 30 planetary gear mechanism 43 3-4 clutch (one friction engagement element) 45 2-4 brake (other friction engagement element) 108 first solenoid valve 109 3-4 shift valve (source pressure supply timing) Adjusting means) 110 second solenoid valve 112 2-3 timing valve (timing valve) 120 control unit T ₀ delay time

Continuation of front page (56) References JP-A-62-184266 (JP, A) JP-A-61-45156 (JP, A) JP-A-62-106155 (JP, A) JP-A-62-261744 (JP) (A) JP-A-53-34057 (JP, A) (58) Fields investigated (Int. Cl. ⁷ , DB name) F16H 59/00-61/12 F16H 61/16-61/24 F16H 63/40 -63/48

Claims (2)

(57) [Claims] 1. A shift control device for an automatic transmission, wherein a shift is performed by changing an operation mode of a plurality of frictional engagement elements based on a shift command generated according to an operation state. Intake operating pressure of fastening element as pilot pressure
And a timing valve for controlling the timing of supplying hydraulic pressure to the other frictional engagement elements in response to the pilot pressure ; and a base for supplying hydraulic pressure to the other frictional engagement elements and supplied to the timing valve. a source pressure supply timing adjusting means for adjusting the supply timing of the source pressure comprising, receiving said shift command, and controls the source pressure supply timing adjusting means, to said timing valve is delayed a predetermined time period than the speed change command A shift control device for an automatic transmission, comprising: a source pressure supply delay control unit that supplies a source pressure. 2. An original pressure supply delay control means according to claim 1, further comprising an opening / closing valve provided in an original pressure supply passage for supplying an original pressure to the timing valve to open and close the original pressure supply passage. The opening and closing valve is opened after a predetermined period of time from the shift command.