JPH0517050B2 - - Google Patents

Description

[Detailed description of the invention]

The present invention relates to a transmission, and more particularly to an automatic transmission with a transfer suitable for a four-wheel drive vehicle. In conventional four-wheel drive vehicles, a transfer for switching between two-wheel drive and four-wheel drive and switching between high, low, and neutral is connected to the output shaft of a transmission mechanism. However, a transmission with a transfer device, especially a transmission device that transmits power from an engine, a transmission mechanism connected to this, and a power transmission path switching device that switches the power transmission path by engaging and disengaging toothed members. For those with a transfer mechanism including a transmission mechanism, there is a problem that the power transmission path of the transfer mechanism cannot be smoothly switched due to the dragging of the transmission device and the accompanying rotation of the speed change mechanism, and the speed change operation is difficult. It was getting complicated. Therefore, it is an object of the present invention to overcome the above-mentioned drawbacks and to
The object of the present invention is to improve the shift operability of a wheel drive vehicle, and a transmission with a transfer device according to the present invention includes: a transmission device that transmits power from an engine; an input member connected to the output side of the transmission device; In a transmission with a transfer mechanism, the transmission mechanism includes at least three degree-of-freedom nodes serving as an input element, an output element, and a reaction force element, and the transmission mechanism is connected to the input member. A gear mechanism, a case that is a fixed member, an output member connected to the gear mechanism, a brake device capable of fixing the input member to the case, and a degree-of-freedom node of the gear mechanism to the input member as appropriate. a clutch device for engaging and disengaging at least one degree-of-freedom joint from the input member to complete a predetermined power train between the input member and the output member by engaging or fixing to a case; , another clutch device for engaging and disengaging another degree of freedom node from the input member, and another brake device capable of fixing the other degree of freedom node to the case, The transfer mechanism is a power transmission path switching mechanism that switches the power transmission path between the transfer input shaft and the transfer output shaft connected to the output member of the gear mechanism by engaging and disengaging toothed members. It is a transfer mechanism including
It is characterized by comprising a control means for controlling the brake device and the clutch device so as to lock the input member of the gear mechanism so as not to transmit torque to the output member, and to set the output member of the gear mechanism in a free state. A transmission with a transfer gear. The gear mechanism of the first power train can be composed of, for example, a planetary gear mechanism. When switching the power transmission path (second power train) of the transfer mechanism, the control means appropriately engages and releases the clutch device and brake device of the transmission mechanism, thereby locking the gear mechanism and applying torque to the output shaft. without transmitting
Moreover, it is possible to set the output shaft in a free state. Therefore, the power transmission path of the transfer mechanism can be smoothly switched and the speed change operation becomes easy. The present invention will be described below with reference to embodiments shown in the accompanying drawings. In FIG. 1, the transmission according to the present invention consists of a planetary gear unit A and a transfer section T. The planetary gear unit A consists of a torque converter 10, an overdrive mechanism 20, and a planetary gear transmission mechanism 30 with three forward speeds and one reverse speed, and is controlled by a control device cs as shown in FIG. . The torque converter 10 has a well-known structure and includes a pump impeller 12 connected to an engine output shaft 11, a turbine impeller 13 opposed to the pump impeller 12 and connected to an overdrive mechanism 20, and a one-way clutch 14. The stator 17 is connected to a housing 16, and a lock-up clutch 18 is provided between the input and output shafts to enable direct connection. Overdrive mechanism 20 includes a set of planetary gears 21 , which are connected to a carrier 23 connected to torque converter 10 via a shaft 22 .
A planetary pinion 24 rotatably supported by
and sun gear 2 that mesh with pinion 24, respectively.
5 and a link gear 26. A multi-branch clutch C0 and a one-way clutch F0 are provided between the sun gear 25 and the carrier 23, and a multi-branch brake B0 is further provided between the sun gear 25 and the housing surrounding the overdrive mechanism 20 or the overdrive case 27. It is being The link gear 26 of the overdrive mechanism 20 is connected to an input shaft 31 of a planetary gear transmission mechanism 30 with three forward speeds and one reverse speed. Input shaft 31 and intermediate shaft 3
A multi-branched clutch C1 is provided between 2,
Further, a multi-branched clutch C2 is provided between the input shaft 31 and the sun gear shaft 33. A multi-branch brake B1, a multi-branch brake B2, and a one-way clutch F1 are provided between the sun gear shaft 33 and the transmission case 34. This planetary gear mechanism 3
0 includes two rows of planetary gears 35 and 36, and a multibranch brake B3 and a one-way clutch F2 are provided between a carrier 37 that rotatably supports a pinion 36 of the second planetary gear 35 and a transmission case 34.
is provided. The sun gear 38 of the second planetary gear 35 and the sun gear 39 of the third planetary gear 36 are connected to the shaft 33.
The link gear 40 of the second planetary gear 35 is connected to the carrier 4 of the third planetary gear 36.
1 are both connected to the output shaft 41, and the third planetary gear 3
The link gear 43 of No. 6 is connected to the intermediate shaft 32. The transfer section 2 includes an input gear 50 to which the output shaft 42 of the planetary gear mechanism 30 is connected, a pair of intermediate gears 51 that mesh with the input gear 50, and a pair of output gears rotatably disposed on the rear propeller shaft. Contains 53. The intermediate gear pair 51 and the output gear pair 52 are integrated large and small gears 51a, 51b, with the same number of teeth.
53a and 53b, and are engaged with each other as shown. A dog clutch is provided on the rear propeller shaft 52 to connect the propeller shaft 52 to one of the large and small gears 53a and 53b of the output gear pair 53. dog clutch 5
4, when the rear propeller shaft 52 is connected to the large and small gears 53b, a high gear stage is obtained, when it is connected to the large gear 53a, a low gear stage is obtained, and when it is not connected to any of them, a neutral stage is obtained. A front propeller shaft 53 centered on the rear propeller shaft 52 is not normally connected to the rear propeller shaft 52, but when connected to the rear propeller shaft 52 by an on-shaft dock clutch 56, four-wheel drive is realized. In the planetary gear unit A, each clutch and brake is engaged or released according to the engine output and vehicle speed by a control device CS, which will be explained in detail below. The transfer unit 2
Switching is done by conventional lever operation. Table 1 shows the gear positions and operating conditions of the clutch and brake. In Table 1, ○ indicates that each clutch and brake are in an engaged state, and × indicates that they are in a released state.

【table】

[Table] The above clutches and brakes C0, C1, C2,
A control device that selectively acts on B0, B1, B2, and B3 to perform automatic or manual gear shifting operations.
An example of CS is shown in Figure 2. The control device CS shown in FIG. 2 includes a hydraulic control device HCS that hydraulically controls various clutch and brake servo mechanisms of the planetary gear unit A, various solenoid valves 320 of this hydraulic control device HCS,
330, 340, and 400, and the electric control device ECS further includes a shift control system ECS1 and a shift position S3, which respond to vehicle speed sensor S1, throttle sensor S2, and shift position sensor S3. Transfer shift control system ECS that responds to transfer changeover switch S4
It consists of 2. Hydraulic control unit HCS has oil reservoir 100 and oil pump 1
01, pressure regulating valve 102, second pressure regulating valve 10
3. Cutback valve 104, cooler bypass valve 105, direct clutch control valve 120, throttle valve 200, manual valve 210, 1-2 shift valve 220, 2-3 shift valve 230, 3-4 shift valve 240, to brake B1 Intermediate eight coast modulator valve 2 to adjust supply oil pressure
45, a low coast modulator valve 250 that adjusts the hydraulic pressure supplied to the brake B3, an accumulator 260 that smoothly engages the clutch C1,
An accumulator 270 that smoothly engages the clutch C2, an accumulator 280 that smoothly engages the brake B2, and clutches C0 and C.
1, C2, and a check valve 30 that controls the outflow of pressure oil supplied to the brakes B1, B2, and B3.
1,302,303,304,305,306,
A first solenoid valve 320, 1-2 that is opened and closed by the output of an electric circuit to be described later and controls the 2-3 shift valve.
A second control valve that controls both the shift valve and the 3-4 shift valve.
solenoid valve 330 and a third solenoid valve 34 that controls the direct coupling clutch control valve 120.
0, fourth solenoid valve 40 that controls valve 410
0, and oil passages connecting each valve and the clutch and brake hydraulic cylinders. Oil sump 10
The hydraulic oil pumped up from 0 by the oil pump 101 is adjusted to a predetermined oil pressure (line pressure) by the pressure regulating valve 102.
The oil is prepared and supplied to the oil line. The pressure oil supplied to the second pressure regulating valve 103 through the oil passage 1A connected to the oil passage 1 is regulated to predetermined torque converter pressure, lubricating oil pressure, and cooler pressure according to the throttle pressure output from the throttle valve 200. Ru. The manual valve 210, which is connected to the oil passage, is connected to a shift lever provided during operation, and is manually operated to switch between P (bark) and R depending on the range of the shift lever.
(Reverse), N (Neutral), D (Drive),
Move to the 3 (third) and L (low) positions. Table 2 shows the interlocking state of oil passage 1 and oil passages 2 to 5 in the shift range of each shift lever. ○ indicates a state in which line pressure is supplied through communication, and × indicates a state in which pressure is exhausted.

[Table] The first solenoid valve 320 that controls the 2-3 shift valve 230 closes the valve port 321 when not energized and applies high level solenoid pressure (line When energized, the valve port 321 is opened and the pressure oil in the oil passage 2G is discharged from the oil drain port 323 to generate a low level solenoid pressure. The second solenoid valve 330 that controls the 1-2 shift valve 220 and the 3-4 shift valve 240 closes the valve port 331 when not energized, and operates a high-level solenoid in the oil passage 2F communicating with the oil passage 2 via the orifice 332. When energized, the valve port 331 is opened and the pressure oil in the oil passage 2F is discharged from the oil drain port 333 to generate a low level solenoid pressure. Table 3 shows the relationship between energization (○) and non-energization (×) of the solenoid valves 320 and 330 controlled by the electronic circuit described later and the gear state of the automatic transmission.

[Table] A third solenoid 340 for controlling the lock-up control valve 120 is provided in the illustrated upper oil chamber 121 of the lock-up valve 120, which communicates with the oil passage 1H passing through the oil passage 1 and the orifice 342. This solenoid valve 340 generates high-level solenoid pressure in the oil chamber 121 when not energized, and works with the spring 123 disposed behind the spool 121.
is pressed to the right in the drawing, the spool 122 is positioned to the right in the drawing, and when energized, the oil chamber 121 is evacuated and the solenoid pressure is reversed to a low level. The 1-2 shift valve 220 has a spring 22 on the right side in the figure.
When the solenoid valve 330 is de-energized and a high-level solenoid oil pressure is generated in the oil passage 2F, the high-level solenoid pressure enters the oil chamber 224 at the left end in the figure, and the oil pressure increases. When the solenoid valve 330 is energized and the pressure in the oil passage 2F is discharged to reach the low level solenoid pressure, the spool 222 is set to the left to the first speed position. 2nd speed position is obtained. In 3rd and 4th gears, the oil passage 2C is connected to the left end oil chamber 223 via the manual valve 210 and the 2-3 shift valve 230.
The line pressure enters the spool 223, and the spool 223 is limited to the left side in the figure regardless of the solenoid pressure. The 2-3 shift valve 230 has a spring 23 on the right side in the figure.
1, and when the solenoid valve 320 is energized and the oil passage 2G is at a low level solenoid pressure, the spool 232
is set to the left side in the figure by the action of the spring 231 and becomes the first and second speed positions, and when the solenoid valve 320 is de-energized, high-level solenoid pressure is generated in the oil passage 2G and applied to the oil chamber 234. Due to the action of this solenoid pressure, the spool 232 is set to the right in the figure and becomes the third and fourth speed positions. When line pressure is supplied to the oil passage 4, the line pressure is supplied to the right end oil chamber 233, and the spool 232 is locked to the left side in the figure, which is the first speed and second speed sides. The 3-4 shift valve 240 includes a spool 242 with a spring 241 on one side, and the solenoid valve 3
In the 1st and 2nd gears where 30 is de-energized, the oil path 2F
High-level solenoid pressure enters the left-end oil chamber 243 through the spool 242, and the spool 242 is fixed to the right side in the figure, which is the 4th gear (overdrive) position. When the hydraulic pressure is applied, the spool 242 is set to the right in the figure by the action of the spring 241, and the spool 242 is set to the right side in the figure.
At high speed, the solenoid valve 330 is de-energized and the spool 242 is set to the left in the figure. Manual valve 2
10, oil path 2, 2-3 shift valve 230, oil path 2B
When line pressure is being supplied to the right end oil chamber 244 through the line pressure and the action of the spring 241, the spool 242 is locked to the left in the figure (toward third speed). In the throttle valve 200, a throttle plunger 201 strokes in response to the amount of depression of the accelerator pedal, and a spool 202 is moved via a spring 203 between the plunger 201 and a spool 202 on which a spring 204 is disposed on the back. The line pressure supplied from the throttle valve is regulated to a throttle pressure according to the throttle opening and output to the oil passage 9. When the manual valve 210 is shifted to the N range, the oil passage 1 does not communicate with any of oil passages 2 to 5 as shown in Table 2, and the first and second solenoids 320, 330 as shown in Table 3. Both are de-energized. Therefore, 1-2 shift valve 220, 2-3
The spools of the shift valves 230 and 3-4 shift valves 240 are both positioned to the left in the figure by the action of springs. 3- to the oil path 1 without going through the manual valve 210.
Only the clutch C0, which is in direct communication with the four-shift valve 240 via the oil passage 1J, is engaged. When the manual valve 210 is shifted to the D range, hydraulic pressure is supplied to the oil passage 2 as shown in Table 2.
As a result, line pressure is supplied via the check valve 302 and the oil passage 2E, and the clutch C1 is engaged. When running in the 1st speed, as shown in Table 3, the solenoid valve 320 is energized, the solenoid valve 330 is de-energized, and the spool 222 of the 1-2 shift valve 220 is located on the right side of the figure, and the oil path connects to the brakes B1 and B2. The brakes B1, B2, and B3 are open because pressure is exhausted from the brakes 3E and 2A, and no oil pressure is supplied to the oil passage 4C that communicates with the brake B3. When the vehicle speed reaches a preset value, the electric control device ECS
The solenoid valve 330 is energized by the output of
Since the solenoid pressure applied to 4 is reversed to low level, the spool 22 of the 1-2 shift valve 220
2 moves to the left in the figure, and oil passage 2, 1-2 shift valve 220, oil passage 2A, check valve 306, oil passage 2H
Hydraulic pressure is supplied through the brake B2, and the brake B2 is engaged to cause a shift to the second speed. To upshift to third gear, when the vehicle speed, throttle opening, etc. reach predetermined values, the solenoid valve 320 is de-energized by the output of the computer, and the spool 2 of the 2-3 shift valve 230 is de-energized.
32 moves to the right in the figure, and oil passages 2, 2-3 shift valve 230, oil passage 2C, check valve 303, oil passage 2
C, hydraulic pressure is supplied through oil path 2D to clutch C
2 is engaged, and at the same time, the spool 222 of the 1-2 shift valve 220 is fixed to the left (second speed side) in the figure by the line pressure supplied from the oil passage 2C to the left end oil chamber 223. Upshifting to 4th gear is done using the computer output as described above using the solenoid valve 330.
is de-energized and is supplied from the oil passage 2F to the left end oil chamber 244, and the solenoid pressure is reversed to a high level, and 3-4
The shift valve spool 242 moves to the right in the figure,
The pressure in the oil passage 1J is exhausted and the oil pressure is supplied to the oil passage 1L, and the clutch C0 is released and the brake B0 is engaged. When manual valve 210 is in range 3. As shown in Table 2, line pressure is supplied to oil passage 3 in addition to oil passage 2. The 1st, 2nd, 3rd, and 3rd speeds are shifted in the same way as in the D range, but the oil chamber 2 at the right end of the 3-4 shift valve passes through oil passage 3 and oil passage 2B.
Since line pressure is applied to 43 and the spool 242 is fixed to the left in the drawing, no shift to the fourth speed occurs. Further, if the manual valve 210 is in the D position and a manual shift to D-3 is performed while the vehicle is running in the fourth speed, a downshift to the third speed is immediately performed by introducing line pressure to the right end oil passage 243 as described above. When manual valve 210 is in L range. In addition to the oil passages 2 and 3, line pressure is also supplied to the oil passage 4. The first speed is the same as when the manual valve is in the D range, and in the second speed, oil pressure enters the oil path 4, the oil path 4, the 2-3 shift valve 230, and the oil path 4.
A, low coast modulator valve 250, oil line 4
Brake B3 is engaged via B, 1-2 shift valve 220, and oil passage 4C to apply engine braking. Further, when the vehicle is manually shifted to the 2nd range while driving in the 3rd speed state, the output at the time when the vehicle has decelerated to the scheduled speed energizes the solenoid valve 320, causing a 3-2 downshift. The manual valve 210 is shifted to the D, 3, and L ranges, line pressure is generated in the oil passage 2, and the 1-
When the 2 shift valve 220 is set to the 2nd speed side (left side in the figure), line pressure is generated in the oil passage 2A,
The oil is supplied to the right end oil chamber 124 of the lockup control valve 120. When the third solenoid valve 340 is energized by this line pressure and the oil pressure in the right end oil chamber 123 is at a low level, the lock-up control valve 1
The spool 122 of No. 20 is moved to the left in the drawing, and the oil passage 1A and the oil passage B are connected, and the torque converter 10
A lock-up clutch 60 provided therein is engaged, and the torque converter 10 is in a direct connection state. If line pressure is not generated in the oil passage 2A, or even if line pressure is generated in the oil passage 2A, the solenoid valve 340 is de-energized and high-level solenoid pressure is generated in the oil chamber 123, the spring 123 or the spring 123 Due to the action of high level solenoid pressure, spool 12
2 is located on the right side of the figure. While the spool 122 is located on the right side of the figure, the oil passage 1A is connected to the oil passage 1C, and the torque chrono parter direct coupling clutch 1 is connected to the oil passage 1C.
8 is released. The solenoid valve 340 is energized by an electric control device ECS, which will be described later, when the vehicle speed and throttle opening exceed a set value. Gear shift control system ECS1 of the electric control device ECS
In response to the outputs of the vehicle speed sensor S1, throttle sensor S2, and shift position sensor S3, the solenoid drive circuits SLD1 to SLD connected to the output terminals
3 through solenoid valves 320 and 33, respectively.
0,340 are selectively opened and closed as described above. This speed change control system ECS1 is, for example,
Consists of the circuit disclosed in Publication No. 35858,
The measured throttle opening and vehicle speed are compared with a predetermined program pattern, and the solenoid valves 320, 330, and 340 are controlled to open and close depending on the shift position. The transfer shift control system ECS2 is a first comparator to which the output of the vehicle speed sensor S1 is input.
COM1, a second comparator COM2 to which the output of the throttle sensor S2 is input, a NOR gate circuit NOR-C to which the outputs of these two comparators COM1 and COM2 are input, and the output of the shift position sensor S3 and the transfer The first AND gate to which the output of the changeover switch S4 is input.
AND-C1, the gate AND-C1 and the gate
AND where the output of NOR gate NOR-C is input
Consists of gate AND-C2, AND gate AND
The output of -C2 is input to the solenoid drive circuit SLD4 of the solenoid valve 400. The first comparator COM1 outputs an L level signal when the vehicle speed is below a set value, and the second comparator COM2 outputs an L level signal when the throttle opening is below the set value. Therefore, the NOR gate NOR-C outputs the H level only when the outputs of both the first and second comparators are at the L level, that is, when the vehicle speed is lower than the set value and the throttle opening is also lower than the set value. output, and otherwise output level signals. The shift position sensor S3 outputs an H level signal when the shift lever (not shown) is in the N range, and the shift position sensor S3 outputs an H level signal when the shift lever (not shown) is in the N range.
is a transfer, that is, a dog clutch 54,
Closed AND gate AND-C when switching 56
Input an H level signal to 1. Therefore, when switching the transfer T clutches 54 and 56, if the shift lever is in the N range, the vehicle speed is zero, and the throttle opening is zero, the AND circuit AND
-H level signal from C2 is the solenoid drive circuit
It is output to SLD4 and opens solenoid valve 400.
Therefore, the spool 412 of the valve 410 moves to the left, so the line pressure decreases between the valve 410 and the valve 240 (N
When in the range mode, the spool 242 is on the left side) and the line 1L flows to the brake B0, and the brake B0 is engaged. At this time, line pressure is introduced into clutch C0 via valve 240, so clutch C0 is engaged. Therefore, since the brake B0 and the clutch C0 are engaged at the same time, the planetary gear of the overdrive section 20 is locked, and no torque is transmitted thereafter. On the other hand, the output shaft 42 is free due to the one-way clutch F1. That is, if the transfer T is switched in neutral when the vehicle speed and throttle opening are below predetermined values, the output shaft 4 of the planetary gear unit 30
2 does not rotate and is placed in a free state, making it easy to switch the transfer T. FIG. 3 shows an embodiment different from the embodiment shown in FIG. 1. This embodiment differs from the embodiment shown in FIG. 1 in that it is composed of two sets of planetary gears since there is no overdrive section, but both are the same in that the clutch C1 or C2 is released in the neutral state. The relationships between the gears achieved by this transmission and various brakes and clutches are shown in Table 4 below.

[Table] Figure 4 shows a transmission in which the planetary gear unit is composed of a three-speed planetary gear set. An input shaft 501 of the planetary gear unit is connected to a ring gear 521 of a first planetary gear set 510, and a carrier 5 rotatably supports a pinion gear 522.
23 is connected to a sun gear 534 of a second planetary gear set 530 via an intermediate shaft 525. 1st
Sun gear 524 and ring gear 52 of set 520
1, and a band brake B'1 is provided between the housing 527 and the housing 527. A band brake B'2 is provided between the carrier 533 that rotatably supports the pinion 532 of the second planetary gear set 530 and the housing 527, and the ring gear 534 is connected to the third planetary gear set 540 via an arm 528. A band brake B'3 is connected to the sun gear 544 and is provided between the arm 528 and the housing 527. Ring gear 541 of third planetary gear set 540
Clutches C'2 and C'3 are provided between the sun gear 534 and ring gear S44 of the second planetary gear set 530, respectively, and the pinion gear 54
A carrier 543 that rotatably supports 2 is connected to an output shaft 550 that is connected to the transfer section T. The gears and brakes achieved with this transmission mechanism,
The clutch relationships are shown in Table 5 below. Here, brake B'1 corresponds to brake B0 in FIG.
However, "switching control" means transfer switching control.

[Table] Combining the above, the control means of the present invention is shown in a block diagram as shown in FIG. Here, the first and second power trains represent a transmission mechanism and a transfer switching mechanism, respectively, E/G represents an engine, and CS represents a control means (control system).

[Brief explanation of drawings]

FIG. 1 is a skeletal diagram showing a transmission with a transfer according to the present invention, FIG. 2 is a control device for selectively operating the clutch and brake of the transmission shown in FIG. 1, and FIG. FIG. 4 is a skeleton diagram showing another embodiment different from the embodiment shown in FIG. 1, and FIG. 4 is a skeleton diagram showing another embodiment different from the embodiment shown in FIG. FIG. 5 is a diagram showing the principle of the present invention. 10...torque converter, 11...output shaft, 20
...Overdrive section, 21, 35, 36... Planetary gear set, C0, C1, C2... Clutch, B1,
B2, B3...Brake, 52...Rear propeller shaft, 54, 56...Dog clutch, 57...Front propeller shaft.

Claims (1)

[Scope of Claims] 1. A transmission with a transfer device comprising a transmission device for transmitting power from an engine, an input member connected to the output side of the transmission device, a speed change mechanism, and a transfer mechanism, The transmission mechanism includes at least three degree-of-freedom nodes serving as an input element, an output element, and a reaction force element, a gear mechanism connected to the input member, a case that is a fixed member, and an output member connected to the gear mechanism. and a brake device capable of fixing the input member to the case, and the input member and the output member by appropriately engaging any one of the degree of freedom nodes of the gear mechanism to the input member or fixing it to the case. one clutch device for engaging and disengaging at least one degree of freedom node from the input member to complete a predetermined power train between the two; and another clutch device for engaging and disengaging another degree of freedom node from the input member. a clutch device, and another brake device capable of fixing the other degree of freedom node to the case, the transfer mechanism comprising a transfer input connected to an output member of the gear mechanism. This is a transfer mechanism that includes a power transmission path switching mechanism that switches the power transmission path between the shaft and the transfer output shaft by engaging and disengaging toothed members, and when the vehicle speed and throttle opening are below specified values. Transfer switching signal in neutral position causes
It is characterized by comprising a control means for controlling the brake device and the clutch device so as to lock the input member of the gear mechanism so as not to transmit torque to the output member, and to set the output member of the gear mechanism in a free state. A transmission with a transfer gear.