JPH066983B2 - Automatic transmission control device - Google Patents

Description

The present invention relates to an automatic transmission, and more particularly to a control device for an electronically controlled automatic transmission.

(Prior Art) In an automatic transmission, a vehicle running state detected by various sensors (for example, throttle opening, that is, accelerator pedal depression amount, engine speed, turbine speed of torque converter, vehicle speed, brake The gear position is automatically set according to whether or not it is operating.

However, in such an automatic transmission, since the shift speed is automatically set according to the running state of the vehicle as described above, unnecessary shift operation may be performed against the driver's will in some cases. Was repeated, which could cause an unpleasant shift shock.

That is, for example, at the time of high speed traveling at high speed, if the driver inadvertently depresses and releases the accelerator pedal without any intention of shifting during the traveling, Contrary to the will of the person, a high speed stage, for example, a shift between the third speed and the fourth speed is repeatedly performed,
Also, when traveling on a mountain road that runs at a low speed, the driver depresses the accelerator pedal according to changes in road conditions.
When the release operation is repeated, the driver automatically thinks that the vehicle should continue to run at the current gear, but automatically shifts between the low gear, for example, between the 2nd and 3rd gears. Done,
This gives an uncomfortable shift shock to the driver and passengers.

In order to prevent such an unnecessary gear shifting operation, two control modes are provided, an automatic gear shifting control mode in which automatic gear shifting is performed and a manual gear shifting mode in which manual gear shifting is performed. Although a control device for an automatic transmission has been conventionally known (see, for example, Japanese Patent Laid-Open No.
In this case, since two control modes, an automatic shift control mode and a manual shift control mode, have to be provided as control modes, the circuit of the hydraulic circuit for shifting gears This is not preferable because the structure or its control system becomes complicated.

(Object of the Invention) The present invention is intended to solve the problems pointed out in the above-mentioned prior art, and prevents the occurrence of a shift shock due to an unnecessary shift operation with a simple structure, thereby improving drivability. An object of the present invention is to provide a control device for an automatic transmission, which is improved.

(Means for Achieving Object) As means for achieving the above object, the present invention provides a speed change gear mechanism, an electromagnetic means for switching a power transmission path of the speed change gear mechanism to perform a speed change operation, and detecting an operating state. In an electronically controlled automatic transmission including a control means for performing automatic shifting by driving and controlling the electromagnetic means based on signals from a plurality of sensors, a shift speed holding switch operated by a driver and the shift When a control signal is input from the gear holding switch, the control means controls the electromagnetic means to hold the gear at the gear at the time of inputting the control signal. is there.

(Operation) According to the present invention, when the driver wants to maintain the current gear position as it is by the above means, if the gear holding switch is turned on at that time, the gear holding switch is released. During this period, the vehicle continues to travel at the gear when the gear holding switch is turned on regardless of the change in the running state of the vehicle, so that an unpleasant gear shift shock is caused by unnecessary gear shifting operation. Will be prevented.

(Embodiment) A preferred embodiment of the present invention will be described below with reference to FIGS. 1 to 3.

FIG. 1 shows a power transmission section of an electronically controlled automatic transmission according to an embodiment of the present invention and its hydraulic control circuit, and FIG. 2 shows a control system of the hydraulic control circuit.

(Structure of Automatic Transmission) The automatic transmission includes a torque converter 1, a multi-stage gear transmission 2, and an overdrive planetary gear transmission mechanism 3 arranged between the torque converter 1 and the multi-stage gear transmission 2. have.

The torque converter 1 has a pump 5 coupled to the engine output shaft 4, a turbine 6 arranged to face the pump 5, and a stator 13 arranged between the pump 5 and the turbine 6. Further, a converter output shaft 8 is connected to the turbine 6. A lockup clutch 9 is provided between the converter output shaft 8 and the pump 5. The lock-up clutch 9 is constantly urged in the engagement direction by the hydraulic oil pressure circulating in the torque converter 1, and is released and held by supplying the releasing pressure oil into the pressure chamber 9a from the outside. To be done.

The multi-stage gear transmission 2 has a front planetary gear mechanism 10 and a rear planetary gear mechanism 11, and the sun gear 12 of the front planetary gear mechanism 10 and the sun gear 13 of the rear planetary gear mechanism 11 are connected by a connecting shaft 14. . The input shaft 15 of the multi-stage gear transmission 2 is connected to the connecting shaft 14 via a front clutch 16.
In addition, through the rear clutch 17, the front planetary gear mechanism 1
0 internal gears 18 are respectively connected. A second brake 19 is provided between the connecting shaft 14, that is, the sun gears 12, 13 and the transmission case. Planetary carrier 20 of front stage planetary gear mechanism 10 and internal gear 21 of rear stage planetary gear mechanism 11
And are connected to the output shaft 22. Further, a low reverse brake 24 and a one-way clutch 25 are provided between the planetary carrier 23 of the rear planetary gear mechanism 11 and the transmission case.

This multi-stage gear transmission 2 has a conventionally known transmission mechanism and has three forward and one reverse gear stages, and includes a front clutch 16, a rear clutch 17, and a second brake 1.
By operating the 9 and the low reverse brake 24 appropriately by a hydraulic actuator as described later, it is possible to obtain a required gear.

The overdrive planetary gear speed change mechanism 3 includes a planetary carrier 27 that rotatably supports a planetary gear 26.
And a sun gear 28 that is engaged with the internal gear 30 via the direct clutch 29. An overdrive brake 31 is provided between the sun gear 28 and the transmission case, and the internal gear 30 is connected to the input shaft 15 of the multi-stage gear transmission 2.

In this overdrive planetary gear speed change mechanism 3, the direct clutch 29 is engaged and the overdrive brake 31 is engaged.
Is released, the converter output shaft 8 and the input shaft 15 are directly connected, and then the overdrive brake 31 is engaged, and when the direct clutch 29 is released, the converter output shaft 8 and the input shaft 15 are released. It acts as an overdrive connection with 15.

In this transmission, a manual valve 61 of a hydraulic control circuit described later is manually selected and each shift solenoid valve is appropriately turned on by a control system described later.
By turning off the multi-stage gear transmission 2
And the friction elements (clutch and brake) of the planetary gear speed change mechanism 3 for overdrive are appropriately operated to obtain a required speed change step, and the control pattern of each friction element is the same as that of the conventional structure. It is set as shown in Table 1 for each range.

(Hydraulic Control Circuit) (Structure) The hydraulic control circuit can operate each friction element according to the operation pattern shown in Table 1 above according to the driver's selection operation to obtain a predetermined shift speed. It has a circuit configuration and will be described in detail below.

In the hydraulic control circuit, reference numeral 50 is a hydraulic pump,
The hydraulic oil discharged from the hydraulic pump 50 is regulated to a predetermined pressure by the pressure regulating valve 62 and introduced into the manual valve 61 via the pressure line 101.

The manual valve 61 has five ports that can communicate with the pressure line 101. That is, the port a communicating with the pressure line 101 in the three ranges (D, 2, 1), the port b communicating with the pressure line 101 in the two ranges (D, 2), and the pressure line only in the R range. Port c communicating with 101, (P, R, 2,
It has a port d that communicates with the pressure line 101 in the four ranges 1) and a port e that communicates with the pressure line 101 in the two ranges (R, 1).

The port a is connected to the line 111. This line 111 has three pilot lines at its line ends, that is, a first pilot line 102 having a 1-2 shift solenoid valve 51 for controlling the operation of the 1-2 shift valve 63 and a throttle 86, and 2-3. Shift valve 6
2-3 shift solenoid valve 52 for controlling operation of No. 4
And a second pilot line 103 having a diaphragm 87 and 3
The third pilot line 104 is provided with a 3-4 shift solenoid valve 53 for controlling the operation of the -4 shift valve 65 and a throttle 88. The solenoid valves 51, 52, 53 are turned on (excited) to turn on the drain lines 10, 106, 1 respectively.
07 to close the pilot lines 102, 103,
Pilot pressures are respectively established in 104, and thereby the shift valves 63, 64, 65 are respectively moved from the OFF position (right moving position) to the ON position (left moving position) to open and close the hydraulic circuits of the associated friction elements. The operation pattern is set according to each range and gear as shown in Table 2 below.

In this case, the 3-4 shift solenoid valve 53 is D
The OFF position is set at the first speed and the second speed in the range, but the ON position is set at the first speed and the second speed in the first range and the second range as shown in (). this is,
This is for setting the 3-4 shift solenoid valve 53 in the ON position in the first range and the second range so that the backup control valve 70, which will be described later, is loaded with pilot pressure.

Further, the setting of switching of the shift stage (namely, ON-OFF control of each shift solenoid valve 51, 52, 53 and lock-up solenoid valve 54) is performed by a map of the controller X, that is, engine speed, turbine speed and vehicle speed. A control signal A ₁ output based on a shift line preset according to a speed element detected from any one of the above and an engine load element detected from the throttle opening.
This is performed by A ₂ , A ₃ , and A ₄ .

In this embodiment, four solenoid valves 5
1, 52, 53 and 54 correspond to electromagnetic means in the claims, and the controller X corresponds to control means in the claims.

The first pilot line 102 communicates with the right end portion (pilot pressure load portion) of the 1-2 shift valve 63 on the downstream side of the 1-2 shift solenoid valve 51.
The second branch line 10 communicating with the branch line 102a and the right end portion (pilot pressure load portion) of the cutback valve 66.
It is branched into two lines 2b.

Line pressure is applied to both ends of the 1-2 shift valve 63 through a line 112 branched from the line 111 and a line 113 branched further from the line 112, and 1-2.
In the middle of the shift valve 63, the manual valve 61
The line pressures are respectively introduced through the lines 122 communicating with the port e. The line 122 is connected to the line 123 when the 1-2 shift valve 63 is in the OFF position, that is, when the shift position is in the first speed position. Also, this line 123
Is connected to the low reverse brake actuator 44. On the other hand, the line 113 is connected to the line 161 when the 1-2 shift valve 63 is in the ON position, that is, when the shift position is a shift position other than the first speed. The line 161 is connected to the fastening side 45A of the second brake actuator 45.
Further, the reducing valve 68 is connected to the line 161.
An accumulator 79 and a one-way orifice 82 whose back pressure is controlled by are provided.

The 2-3 shift valve 64 is turned on by the pilot pressure introduced from the line 103 connected to the right end of the 2-3 shift valve 64.
It is designed to be turned off. The 2-3 shift valve 64 includes a port b of the manual valve 61.
A line 121 communicating with the port c and a line 131 communicating with the port c are connected to each other.

Of this line 121 and line 131, line 121
Indicates the line 132 at the ON position of the 2-3 shift valve 64 (that is, the shift position of the third speed or the fourth speed), and the line 131 indicates the OFF position of the 2-3 shift valve 64 (that is, the shift position).
In the 1st speed or the 2nd speed), the lines 132 are selectively communicated with each other. still,
A reducing valve 67 and a one-way valve 85 are connected in parallel to the line 131.

On the downstream side of the line 132, a line 136 connected to the front clutch actuator 41 and a release side 45 of the second brake actuator 45 are provided.
It is branched into a line 138 connected to B. A one-way orifice 74 that acts so as to throttle the working oil flowing from the 2-3 shift valve 64 toward the branch portion is attached to the upstream side of the branch portion of the line 132. or,
A one-way orifice 75 that acts so as to squeeze the hydraulic oil in the direction from the second brake actuator 45 side to the 2-3 shift valve 64 side is attached at a position immediately downstream of the branch portion of the line 138. Further, the branch portion of the line 132 and the one-way orifice 7
Between the intermediate position of No. 4 and the position of the line 138 downstream of the one-way orifice 75, there is provided a 3-2 timing valve 72 which is operated by the pilot pressure introduced from the vacuum throttle valve 69 through the line 155. The line 140 and the line 137 including the 3-2 timing valve 73 which is operated by the pilot pressure introduced from the primary portion 47B of the governor 47 through the line 163 are connected in parallel. Further, a one-way orifice 83 is provided on the further downstream side of the branch portion of the lines 137 and 138 of the line 138.
Is provided.

Further, in the line 136, an accumulator 78 whose back pressure is controlled by a line pressure supplied through a line 139 branched from the line 132 acts as a one-way way to squeeze the hydraulic oil flowing out from the accumulator 78. It is connected through the orifice 81. The back pressure control of the accumulator 78 is performed by the reducing valve 67.

The third pilot line 104 is located on the downstream side of the 3-4 shift solenoid valve 53 and communicates with the right end portion of the 3-4 shift valve 65.
And a second branch line 104b that guides the pilot pressure to the backup control valve 70 described later.

A line 141 branched from the pressure line 101 is connected to an intermediate portion of the 3-4 shift valve 65. This line 141 is the line 142 at the OFF position of the 3-4 shift valve 65 (that is, the shift position other than the 4th speed).
Be able to communicate with. This line 142 is branched on its downstream side into two lines, a line 143 communicating with the direct clutch actuator 42 and a line 144 communicating with the release side 46B of the overdrive brake 46, and upstream of the branching portion. A hydraulic switch 90 is attached to the side position. Further, the line 143 is provided with an accumulator 77. The fastening side 46A of the overdrive brake 46 is connected to the line 148.
Is communicated with the pressure line 101 via the.

On the other hand, a line 151 communicating with the port d of the manual valve 61 is connected to the left end portion of the 3-4 shift valve 65, and the spool of the 3-4 shift valve 65 is in a select position other than the D range. Is the line 1
Forced OF by line pressure introduced via 51
Positioned and held in the F position. In addition, the vacuum throttle valve 6 is branched from the line 151.
A throttle backup valve 71 and a backup control valve 70 are connected in series in a line 152 communicating with the backup control valve 70.
Are attached so as to be located on the downstream side of the throttle backup valve 71. The throttle backup valve 71 causes the line pressure standing on the line 152 to act on the vacuum throttle valve 69 in the 2nd range and the 1st range in which the engine brake acts, and the pressure regulating valve 6 is operated via the vacuum throttle valve 69.
2 is driven in the pressure increasing direction so as to increase the line pressure. The backup control valve 70 is located between the throttle backup valve 71 and the vacuum throttle valve 69, and when the pilot pressure rises in the branch line 104b, that is, 3-4.
When the shift solenoid valve 53 is turned on, the line 152 is opened to open the throttle backup valve 7
It acts so as to enable the line pressure increasing action by 1.

The line 112 has a line 116 communicating with the rear clutch actuator 43 at a downstream end thereof and a line 117 communicating with the secondary part 47A of the governor 47.
Is divided into two lines. The line 116 includes an accumulator 80 and a one-way orifice 84.
Are provided respectively. Furthermore, this line 112
The line 114 branching from the
A reducing valve 68 for adjusting back pressure 9 is provided.

Further, the line 149 is connected to the working chamber 9a of the lockup clutch 9 through a line 146 provided with a lockup valve 76 and a throttle 91 on the way. The pilot line 145 of the lockup valve 76 has a throttle 89 and a lockup solenoid valve 5
4 is provided, and the lockup clutch 9 is engaged when the lockup solenoid valve 54 is turned on to generate pilot pressure in the line 145 and the spool 146 drains the line 146. There is. In this embodiment, the lockup clutch 9 is engaged only in the second to fourth speeds of the D range.

(Operation of Hydraulic Control Circuit) As shown in FIG. 2, the automatic transmission Z has four shift solenoid valves 51, 52, 53, 54 of the hydraulic control circuit for various engines such as throttle opening signal and engine speed signal. Each friction element is controlled by the control signals A ₁ , A ₂ , and A ₃ output from the controller X on the basis of the state detection elements in the ON-OFF control pattern shown in Table 2 so that each friction element operates in the operation pattern shown in Table 1. Operates according to
A predetermined shift speed can be obtained.

The operation and action of the hydraulic control circuit will be briefly described below by taking the case of the fourth speed running in the D range as an example.

When driving in the D range, port a of the manual valve 61
And port b communicate with pressure line 101, and
All the shift solenoid valves 51, 52, 53 are in the ON position. Therefore, in the 1-2 shift valve 63, the line 113 and the line 161 communicate with each other, and the line pressure is applied to the engagement side 45A of the second brake actuator 45, and in the 2-3 shift valve 64, the line 121 and the line 132. And the line pressure is applied to the release side 45B of the front clutch actuator 41 and the second brake actuator 45. Therefore, the front clutch 16 is engaged and the second brake 19 is released.

On the other hand, since the line 123 is drained, the low reverse brake 24 is released. That is, the engine brake is not in operation.

Further, in the 3-4 shift valve 65, the line 142
And line 151 are both drained. Therefore, the direct clutch 29 is released. On the other hand, in the overdrive brake 46, the line pressure is introduced only into the engagement side 46A through the pressure line 101, and the release side 46B is drained, so that the overdrive brake 31 is in the engaged state.

Further, line pressure is introduced to the line 112,
Therefore, the rear clutch 17 is in the engaged state. By operating each friction element in this manner, the fourth speed running in the D range is realized.

(Control system) As shown in FIG. 2, the control system is provided with a controller X that outputs control signals to the four solenoid valves 51, 52, 53, 54 of the hydraulic control circuit. The throttle opening of the engine, the turbine speed, the engine speed, ON / OFF of the brake operation, the vehicle speed, and the like are input to the controller X as control elements.

The controller X controls each solenoid valve 51, 52, 53, 54 based on the current engine state judged from each control element input moment by moment and the shift line for each range stored in advance in the map. Signals A ₁ , A ₂ , A ₃ ,
A ₄ were output, respectively, to act as occupying perform the setting and the lock-up control of the gear position.

Further, in the control system of this embodiment, the present invention is applied to provide the select lever Y with the gear position holding switch M which is turned on and off by the driver, and the controller X.
Is provided with a gear holding means N, and the gear holding switch M
When a signal is input from the controller X to the controller X, the operating positions of the solenoid valves 51, 52, 53, 54 are fixed as they are, so that the gear position can be held at the gear position at the time of input of the signal. .

Therefore, for example, when the vehicle is traveling in the 4th speed in the D range (during high speed traveling), it is determined that the driver should keep traveling at the current shift speed for a while from the road conditions ahead, and the shift speed holding switch M When the switch is turned on, the shift stage holding means N is activated in response to the signal from the shift stage holding switch M, and the solenoid valves 51, 52, 53, 54 are actuated for 4 times.
It is frozen in the fast state. Once the gear stage holding means N is O
When the N operation is performed, the holding operation of the gear is maintained until the gear holding switch M is released. Therefore, for example, even if the driver inadvertently repeats the accelerator pedal depression / release operation (that is, without intention to shift positively), the accelerator pedal depression / release operation ( That is, regardless of the acceleration / deceleration request signal), the traveling state at the fourth speed is maintained, and unnecessary shifts and uncomfortable shift shocks are prevented from occurring.

In addition, when the closed state of the gear position holding switch M is released,
Upon receiving the release signal from the gear stage holding switch M, the gear stage holding means N is turned off, the gear stage holding action is released, and accordingly, the operation control of the gear stage is performed before the gear stage holding switch M is turned on. It is restarted from the shift position.

The gear position holding control is specifically executed according to the flowchart shown in FIG. 3, which will be described below.

After the control is started, first, various current data (for example, throttle opening, turbine speed, engine speed, vehicle speed, etc.) of the vehicle, which is a shift control element, are input (step S).
₁ ).

Next, it is determined whether or not a gear shift command is actually issued based on the above data (step S ₂ ). Judgment result,
When the gear shift command is not issued (that is, when the gear shift is not necessary), it is sufficient to maintain the current gear stage, and therefore no special control is performed.

On the contrary, when the shift command is issued, then ON-OFF of the gear retention switch M in step S ₃
To judge.

If the result of determination is that the gear position holding switch M has not been turned on, automatic gear shift control is performed by matching the above-mentioned control elements with the gear shift lines stored in advance in the controller X (step S ₄ ). .

On the other hand, when the gear holding switch M is turned on, it is necessary to hold the current gear as it is. Therefore, first, in steps S ₅ , S ₆ , S ₇ , and S ₈ . determines the current shift speed, and outputs a as control signal for holding the current gear (step _{S 9, S 10, S 11} ,
S ₁₂ ).

When the shift speed holding switch M is released after a lapse of time,
The automatic shift is restarted from the shift stage in the holding state (step S ₃ → step S ₄ ).

As described above, in the automatic transmission Z, the operation of the four solenoid valves (corresponding to the electromagnetic means in the claims) 51, 52, 53, 54 provided in the hydraulic control circuit is performed by holding the shift speed. By controlling the shift stage holding means N, which is operated and controlled by the signal from the switch M,
The gear can be held at a predetermined gear according to the driver's intention, or the holding action can be released to perform normal automatic gear shifting. In other words, an automatic transmission having a conventional structure that performs only automatic shifting is fixed to the automatic shift operation and a predetermined shift stage only by adding the shift stage holding switch M and the shift stage holding means N to the control system. It is possible to provide an automatic transmission capable of selecting two driving states of driving. Therefore, the structure is simpler than that of a conventional automatic transmission in which two modes, an automatic shift control mode and a manual shift control mode, are provided to realize automatic shift running and fixed-speed running. And is advantageous in terms of both weight and cost.

(Advantages of the Invention) A control device for an automatic transmission according to the present invention includes a transmission gear mechanism, electromagnetic means for switching a power transmission path of the transmission gear mechanism to perform a shift operation, and signals from a plurality of sensors for detecting an operating state. In an electronically controlled automatic transmission equipped with control means for performing automatic shifting by drivingly controlling the electromagnetic means on the basis of the above, a shift speed holding switch operated by a driver, and a control signal from the shift speed holding switch. Is input, the control means controls the electromagnetic means to hold the shift speed at the shift speed at the time of inputting the control signal.

Therefore, according to the control device for the automatic transmission of the present invention, (1) by turning on the gear speed holding switch, the gear speed holding means operates in response to a signal from the gear speed holding switch, Since the gear is maintained as it is when the gear holding switch is turned on, in this state, an uncomfortable shift shock caused by an unnecessary gear shift operation is prevented from occurring and the drivability is improved accordingly. can get.

Further, since the gear holding function is realized only by two components of the control system, that is, the gear holding switch and the gear holding means, the conventional automatic transmission (for example, Japanese Patent Laid-Open No. 58-184345). As described above, there are two control modes of the control device: an automatic shift control mode and a manual shift control mode.
There is also an effect that the structure can be simplified as compared with the case where two control modes are set.

[Brief description of drawings]

FIG. 1 is a system diagram of an automatic transmission equipped with a control device according to an embodiment of the present invention, FIG. 2 is a control system diagram of the automatic transmission shown in FIG. 1, and FIG. It is a flowchart. DESCRIPTION OF SYMBOLS 1 ... Torque converter 2 ... Multistage gear transmission 3 ... Planetary gear transmission mechanism 10 ... Front stage planetary gear mechanism 11 ... Rear stage planetary gear mechanism 16 ... Front clutch 17 ... Rear clutch 19 ... Second brake 24 ... Low reverse brake 29 ... Direct clutch 31 ... Overdrive brake 41 ... Front clutch actuator 42 ... Direct clutch actuator 43 ... Rear clutch actuator 44 ... Low reverse brake actuator 45 ... Second brake actuator 46 ... Overdrive brake 47 ... Governor 51 ... 1-2 shift solenoid Valve 52 ... 2-3 shift solenoid valve 53 ... 3-4 shift solenoid valve 54 ... Lockup solenoid valve 61 ... Manual valve 62 ... Pressure regulating valve 63 ... -2 shift valve 64 ... 2-3 shift valve 65 ... 3-4 shift valve 69 ... vacuum throttle valve 70 ... backup control valve 71 ... throttle backup valve M ... shift stage holding switch N ... shift stage holding means X ... controller Y ... Select lever

Claims (1)

[Claims] 1. A speed change gear mechanism, electromagnetic means for switching a power transmission path of the speed change gear mechanism to perform a gear shift operation, and drive control of the electromagnetic means based on signals from a plurality of sensors for detecting an operating state. In an electronically controlled automatic transmission equipped with a control means for performing automatic gear shifting, a gear stage holding switch operated by a driver, and the electromagnetic wave controlled by the control means when the control signal from the gear stage holding switch is input. A control device for an automatic transmission, comprising: a speed-gear holding means that controls the means to hold the speed-gear at the speed-gear at the time of inputting the control signal.