JP3036919B2 - 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 control device for an automatic transmission.

[0002]

2. Description of the Related Art Conventionally, in an automatic transmission equipped with an overdrive device, a main transmission unit having three forward speeds and one reverse speed is added to a subtransmission unit composed of an overdrive planetary gear unit, and a four speed forward speed and one reverse speed is provided. Has been realized. In this case, the auxiliary transmission unit includes an input shaft for inputting rotation obtained by the torque converter, a planetary gear unit, an overdrive brake for engaging and disengaging a sun gear of the planetary gear unit with respect to the automatic transmission case, and a connection between the sun gear and the carrier. It consists of an overdrive direct clutch that engages and disengages, an output shaft that is connected to the ring gear, and the like. The overdrive brake is engaged with the automatic transmission case to increase the speed, and the overdrive direct clutch is engaged to bring the planetary gear unit into a directly connected state.

The main transmission unit has two planetary gear units, and the respective elements of the two planetary gear units are selectively connected to each other by engaging and disengaging a brake and a clutch. Have gained. In the first to third speeds, the overdrive planetary gear unit is directly connected, and in the fourth speed, the overdrive planetary gear unit is increased in speed, and four forward speeds and one reverse speed are set. The steps have been realized.

[0004] The brakes and clutches for selectively connecting the components of the two planetary gear units are disengaged by supplying and discharging oil to and from a hydraulic servo. Therefore, a hydraulic circuit is provided, and the oil regulated by switching various valves is supplied to and discharged from each hydraulic servo. By the way, in order to reduce the shift shock and diversify the shift characteristics as the engine torque increases in the automatic transmission, a speed increasing function by the overdrive planetary gear unit is added to increase the forward five stages and the reverse one stage. 2. Description of the Related Art An automatic transmission that realizes a gear is provided (for example, see Japanese Patent Application Laid-Open No. 61-55451). In this case, for example, a second speed is newly added between the first speed and the second speed, and the second speed,
The third speed and the fourth speed are set to the third speed, the fourth speed, and the fifth speed, respectively. In the new second speed, the main transmission unit is maintained in the first speed state, and the auxiliary transmission unit is brought into the increased speed state by engaging the overdrive brake.

[0005]

However, in the above-mentioned conventional control device for an automatic transmission, if the hydraulic control circuit is controlled by simply outputting shift signals for various shift patterns in sequence, the hydraulic circuit is switched. Cannot be performed normally, and a shift shock occurs. That is, in the automatic transmission having the above configuration, while traveling at a certain shift speed, a shift is performed to an adjacent shift speed, and the main shift unit performs an upshift shift and the auxiliary shift unit performs a downshift shift. There is. In this case, the predetermined first
The frictional engagement element is released and the sub transmission unit is directly connected, and another predetermined second frictional engagement element is engaged, and the main transmission unit is in the speed increasing state.

Here, as described above, a shift in which one of the main transmission unit and the sub transmission unit performs an upshift and the other performs a downshift is defined as a simultaneous shift. In the above simultaneous shifting,
When the release of the first frictional engagement element of the auxiliary transmission unit is delayed more than the engagement of the second frictional engagement element of the main transmission unit,
The downshifting of the sub-transmission unit is delayed,
In the automatic transmission as a whole, an upshift is performed once, and then a downshift is performed, so that a shift shock occurs.

Therefore, a dedicated hydraulic circuit for performing simultaneous gear shifting is provided, and when releasing the first frictional engagement element, the hydraulic servo of the first frictional engagement element is disconnected from the accumulator, and the hydraulic servo is released. While controlling the oil pressure inside the second
When the engagement of the second friction engagement element is completed, the hydraulic servo of the first friction engagement element is connected to the accumulator again.

Here, for example, while the upshift is being performed while the first frictional engagement element is being engaged from one shift speed to another shift speed, the simultaneous shift is performed by reducing the load. If the shift determination is made and the shift signal is output as it is, the accumulator that controls the hydraulic servo of the first frictional engagement element by the transient characteristic is disconnected from the hydraulic servo.

In this case, all of the oil to be supplied to the accumulator is supplied to the first hydraulic servo, and the first friction engagement element is suddenly engaged, causing a large shift shock. As described above, in a control device for an automatic transmission that performs simultaneous shifts in which one of the main transmission unit and the auxiliary transmission unit performs downshifts and the other performs upshifts, the exclusive control for exclusive use of simultaneous shifts is provided. Since a hydraulic circuit is provided, when a shift is performed during kick down or power off, if control is performed by applying a common logic to each shift, a shift shock occurs.

Further, depending on the type of shift, it is necessary to form a specific shift stage in the shift output pattern, so that the shift time becomes longer. SUMMARY OF THE INVENTION The present invention solves the problems of the conventional automatic transmission control device, and can generate an optimal shift output pattern when shifting in various shift patterns, thereby shortening the shift time. Can be
It is an object of the present invention to provide a control device for an automatic transmission that does not generate a shift shock when a simultaneous shift is performed by a main transmission unit and an auxiliary transmission unit.

[0011]

For this purpose, an automatic transmission control apparatus according to the present invention comprises an auxiliary transmission unit and a main transmission unit connected to the auxiliary transmission unit.
It is designed to achieve multiple speeds. Means for detecting a traveling condition of the vehicle, a shift determining means for performing a shift determination in response to the signal of the traveling condition and generating a shift determination signal, and a shift determining means for shifting to a predetermined gear position. The types of shifts to be performed to other shift speeds are categorized into a plurality of shift patterns, and each of the categorized shift patterns is made to correspond to an optimal shift output pattern for shifting to the other shift speed. And a speed change pattern table formed.

In addition, upon receiving a shift determination signal generated by the shift determining means for performing a shift to another shift stage during a shift to a predetermined shift stage, the shift pattern table is referred to, and Pattern selecting means for selecting an optimal shift output pattern for another shift stage; shift setting means for setting a shift in accordance with the shift output pattern selected by the pattern selecting means; And a hydraulic control circuit for selectively supplying and discharging oil to and from the hydraulic servo of each friction engagement element in response to the received shift signal. The control device for another automatic transmission according to the present invention further includes means for detecting the degree of progress of the shift. Then, a shift pattern table is referred to based on the shift pattern and the degree of progress of the shift. In the control device for an automatic transmission according to another aspect of the present invention, further, in the shift pattern, one of the sub-transmission unit and the main transmission unit performs an upshift, and the other performs a downshift. Is performed.

[0013]

According to the present invention, according to the present invention, the control device for an automatic transmission includes a sub-transmission unit and a main transmission unit connected to the sub-transmission unit. To achieve. Means for detecting a traveling condition of the vehicle, a shift determining means for performing a shift determination in response to the signal of the traveling condition and generating a shift determination signal, and a shift determining means for shifting to a predetermined gear position. The types of shifts to be performed to other shift speeds are categorized into a plurality of shift patterns, and each of the categorized shift patterns is made to correspond to an optimal shift output pattern for shifting to the other shift speed. And a speed change pattern table formed.

In addition, upon receiving a shift determination signal generated by the shift determining means for performing a shift to another shift speed during a shift to a predetermined shift speed, the shift pattern pattern table is referred to. Pattern selecting means for selecting an optimal shift output pattern for another shift stage; shift setting means for setting a shift corresponding to the shift output pattern selected by the pattern selecting means; And a hydraulic control circuit for selectively supplying and discharging oil to and from the hydraulic servo of each friction engagement element in response to the received shift signal.

In this case, when a shift determination signal is generated to perform a shift to another shift speed during a shift to a predetermined shift speed, the shift pattern table is referred to and a shift to the other shift speed is performed. An optimal shift output pattern is selected. Then, the shift is set in accordance with the selected shift output pattern, and a shift signal is generated.

Therefore, when shifting is performed in various shift patterns, an optimal shift output pattern can be generated. As a result, the shift time can be shortened. Further, there is no occurrence of a shift shock when performing simultaneous shifts by the main transmission unit and the auxiliary transmission unit.

[0017]

Embodiments of the present invention will be described below in detail with reference to the drawings. FIG. 2 is a schematic diagram of a control device for an automatic transmission according to the present invention. This automatic transmission includes a torque converter 20, a subtransmission unit 40, and a main transmission unit 6 having three forward stages and one reverse stage as transmission units.
0 is provided. Then, the torque converter 20
Includes a pump impeller 21, a turbine runner 22, a stator 23, and a lock-up clutch 24. The pump impeller 21 is connected to the crankshaft 10 of the engine 1.
And the turbine runner 22 is connected to the auxiliary transmission unit 40.
Are connected via the input shaft 25 to the carrier 41 of the planetary gear unit.

In the auxiliary transmission unit 40, a planetary pinion 42 rotatably supported by the carrier 41 meshes with a sun gear 43 and a ring gear 44. Also, between the sun gear 43 and the carrier 41,
A third clutch C0 and a third one-way clutch F0 are provided, and a fourth brake B0 is provided between the sun gear 43 and the housing Hu.

The main transmission unit 60 includes a front-side planetary gear unit and a rear-side planetary gear unit. These planetary gear units have a common sun gear 61, ring gears 62, 6 respectively.
3, planetary pinions 64, 65 and carrier 6
6,67. Ring gear 4 of subtransmission unit 40
4 is connected to the ring gear 62 via the input shaft 26 and the first clutch C1. A second clutch C2 is provided between the first clutch C1 and the sun gear 61. Further, the carrier 66 is connected to the ring gear 63, and the carrier 66 and the ring gear 63 are connected to an output shaft 70. On the other hand, a third brake B3 and a second one-way clutch F2 are provided between the carrier 67 and the housing Hu, and a second brake B2 is provided between the sun gear 61 and the housing Hu via the first one-way clutch F1. Is provided between the sun gear 61 and the housing Hu.
A brake B1 is provided.

This automatic transmission is provided with a transmission section as described above, and a throttle sensor 10 for detecting a throttle opening θ reflecting the load state of the engine 1.
0, a rotation speed sensor disposed opposite to a clutch drum (not shown) of the third clutch C0 to detect the rotation speed N _C0 of the clutch drum, and a clutch drum disposed opposite to a clutch drum (not shown) of the second clutch C2. Of revolution N _C2
, A rotational speed sensor 60 disposed opposite the output shaft 70 for detecting the rotational speed N ₀ of the output shaft 70, and a signal from a vehicle speed sensor (not shown) for detecting the vehicle speed are controlled by the automatic transmission. The data is input to an apparatus (ECT) 104. The automatic transmission control device 104 has a CP
U, RAM, ROM, etc., the first to third solenoid valves S1 to S3 in the hydraulic control circuit 106 and the linear solenoid valves SLU, SLN, SLT (not shown) in the hydraulic control circuit 106 are controlled in accordance with a preset shift pattern. The brake is disengaged and the shift control is performed.

A shift position sensor 110 detects shift positions of N, D, 3, 2, L and R of the shift lever 62 operated by the driver. The first solenoid valve S1 is connected to the main transmission unit 6
The second solenoid valve S2 controls a 1-2 shift valve (not shown) of the main transmission unit 60 (not shown).
-3 shift valve is controlled, and the third solenoid valve S3 is controlled.
Controls a 3-4 shift valve (not shown) for switching between the speed-up state and the direct connection state of the sub-transmission unit 40, and a linear solenoid valve SLT controls a primary regulator valve (not shown) corresponding to the throttle opening .theta. The solenoid valve SLN is connected to a fourth brake B0 via an accumulator control valve (not shown).
The linear solenoid valve SLU controls the lock-up clutch 24.

Next, the operation of the automatic transmission having the above configuration will be described. FIG. 3 is a diagram showing the operation of the automatic transmission according to the present invention. In the drawing, the mark “○” indicates the engaged state, and the mark “x” indicates that the engaged state is achieved only when the engine brake is used. That is, at the first speed in each of the D, 3, 2 and L ranges, the first solenoid valve S1 is in the off state,
The solenoid valve S2 is turned on, the third solenoid valve S3 is turned on, and as a result, the third clutch C0
And the first clutch C1 are engaged, the third one-way clutch F0 and the second one-way clutch F2 are locked, and the others are in the released state. Therefore, the overdrive planetary gear unit is directly connected via the third clutch C0 and the third one-way clutch F0, and the rotation of the input shaft 25 is directly transmitted to the input shaft 26 of the main transmission unit 60. In the main transmission unit 60, the rotation of the input shaft 26 is transmitted to the ring gear 62 of the rear-side planetary gear unit via the first clutch C1, and the rotation is transmitted to the carrier 66 and the output shaft 70 formed integrally with the carrier 66. Is transmitted to At this time, a leftward rotational force is applied to the carrier 67 of the front-side planetary gear unit via the sun gear 61, but the second one-way clutch F2 is locked to prevent the rotation, and the planetary pinion 64 rotates by itself to rotate the output shaft. The reduced rotation is transmitted to a ring gear 63 formed integrally with 70.

In the second speed in each of the ranges D, 3, and 2, the first solenoid valve S1 is off, the second solenoid valve S2 is on, and the third solenoid valve S
3 is turned off, the third clutch C0 is released,
The third one-way clutch F0 becomes free, and the fourth
The brake B0 is engaged, and the second one-way clutch F2
Is locked.

At this time, when the third clutch C0 is released, the overdrive planetary gear unit
Switching is performed so that the brake B0 is engaged. Therefore, the rotation of the sun gear 43 is prevented by the fourth brake B0, and the planetary pinion 42 rotates while transmitting the rotation to the ring gear 44 while the carrier 41 rotates.
The speed increase rotation is transmitted to the input shaft 26 of the main transmission unit 60 in the directly connected state.

The main transmission unit 60 is connected to the input shaft 26.
Is transmitted to the ring gear 62 of the rear-side planetary gear unit via the first clutch C1, and is transmitted to the carrier 66 and the output shaft 70 formed integrally with the carrier 66. At this time, a leftward rotational force is applied to the carrier 67 of the front-side planetary gear unit via the sun gear 61, but the second one-way clutch F2 is locked to prevent the rotation, and the planetary pinion 6
Reference numeral 4 rotates and transmits the second-speed rotation to a ring gear 63 formed integrally with the output shaft 70.

Next, at the third speed in each of the ranges D, 3, 2, and L, the first solenoid valve S1, the second solenoid valve S2, and the third solenoid valve S3 are all turned on. As a result, the third clutch C0, the first clutch C1, and the second brake B2 are engaged, the third one-way clutch F0 and the first one-way clutch F1 are locked, and the others are in a released state. Therefore, the overdrive planetary gear unit is in a directly connected state, and the rotation of the input shaft 25 is directly applied to the input shaft 2 of the main transmission unit 60.
6 is transmitted. The main transmission unit 60 transmits the rotation of the input shaft 26 to the ring gear 62 of the rear planetary gear unit via the first clutch C1 and applies a leftward rotational force to the sun gear 61 via the planetary pinion 64. The sun gear 61 locks the first one-way clutch F1 with the engagement of the second brake B2 to prevent rotation in this direction. Therefore, the planetary pinion 64 rotates while the carrier 66 rotates, and the rear-side planetary gear unit. The rotation at the third speed is transmitted to the output shaft 70 via only the third speed.

At the 4th speed in the D range and the 3 range, the first solenoid valve S1 is on, the second solenoid valve S2 is off, and the third solenoid valve S
3 is turned on, the third clutch C0, the first clutch C1, the second clutch C2, and the second brake B2 are engaged, the third one-way clutch F0 is locked, and the others are released. Therefore, the overdrive planetary gear unit is directly connected, and the main transmission unit 6
0 indicates that the rear planetary gear unit is integrally connected to the input shaft 26 by the engagement of both clutches C1 and C2.
Is transmitted to the output shaft 70 as it is as a fourth speed rotation.

At the 5th speed in the D range, that is, at the highest speed, the first solenoid valve S1 is in the ON state, and the second solenoid valve S2 and the third solenoid valve S3
Are turned off, the first clutch C1, the second clutch C
2 and the second brake B2 are engaged. Therefore, although the main transmission unit 60 is in a directly connected state as in the case of the fourth speed,
The overdrive planetary gear unit is switched such that the third clutch C0 is released and the fourth brake B0 is engaged. Therefore, the sun gear 43
Is locked by the fourth brake B0 and the carrier 41
While rotating, the planetary pinion 42 rotates and transmits rotation to the ring gear 44, and the speed-up rotation is transmitted to the input shaft 26 of the main transmission unit 60 in a directly connected state as rotation at fifth speed.

On the other hand, when downshifting is performed,
At the time of the 5 → 4 shift, the third clutch C0 is engaged and the fourth brake B0 is released. At the time of the 4 → 3 shift, the second clutch C2 is released. At the time of the 3 → 2 shift, the third clutch C0 is released. The second brake B2 is released and the fourth brake B0 is engaged, and at the time of the 2 → 1 shift, the third clutch C0 is engaged and the fourth brake B0 is released.

On the other hand, when a manual valve (not shown) is operated in three ranges, the first, second, and fourth speeds are the same as those in the D range. Then, at the third speed, the first brake B1 is engaged in addition to the first clutch C1, the third clutch C0, and the second brake B2 to lock the sun gear 61 of the main transmission unit 60 and to apply the engine brake.

When the manual valve is operated in two ranges, the operation at the first speed is the same as that in the D range. At the second speed, the third brake B3 is engaged in addition to the first clutch C1 and the fourth brake B0, and the carrier 67 of the front planetary gear unit of the main transmission unit 60 is locked, so that the engine brake is activated. In the third speed, the third clutch C0 and the first clutch C
The first brake B1 is engaged in addition to the first and second brakes B2, and locks the sun gear 61 of the main transmission unit 60 to apply engine brake.

When the manual valve is operated in the L range, the third brake B3 is engaged in addition to the first clutch C1 and the third clutch C0 at the first speed, and the carrier of the front planetary gear unit of the main transmission unit 60 is moved. Lock 67 and apply engine brake. Further, at the third speed, the first brake B1 is engaged in addition to the third clutch C0, the first clutch C1, and the second brake B2, and the sun gear 61 of the main transmission unit 60 is locked, so that the engine brake is activated.

In the R range, the first solenoid valve S1 is turned off, the second solenoid valve S2 is turned on, and the third solenoid valve S3 is turned on, and the third clutch C0, the second clutch C2 and Third brake B
3 is engaged, the third one-way clutch F0 is locked, and the others are released. Therefore, the overdrive planetary gear unit is in a directly connected state, and the main transmission unit 60 controls the rotation of the input shaft 26 to the second clutch C
2 is transmitted directly to the sun gear 61, and the rotation of the carrier 67 of the front-side planetary gear unit is locked by the third brake B3, so that the rotation of the sun gear 61 reversely rotates to the ring gear 62 through the rotation of the planetary pinion 64. To rotate the output shaft 70 in the reverse direction.

Even if the manual valve is operated to the R range, if the vehicle speed is at a predetermined speed, for example, 9 km / h or more, the first solenoid valve S1 is turned on and the second solenoid valve S1 is turned on.
The clutch C2 is released, and does not enter the reverse rotation state. FIG. 4 is a first circuit diagram showing a main part of a hydraulic control circuit in the automatic transmission control device of the present invention, and FIG. 5 is a second circuit diagram showing a main part of the hydraulic control circuit in the automatic transmission control device of the present invention. FIG.

The numerals and the alphabetical letters given to the ends of the oil passages in FIGS. 4 and 5 indicate that the hydraulic circuit portion in FIG. 4 and the hydraulic circuit portion in FIG. 5 are connected. Things. In the figure, reference numeral 11 denotes a 1-2 shift valve that switches between the second speed and the third speed, and receives oil from the first solenoid valve S1 into the control oil chamber 11m at the upper end.
The right half position is taken at the first and second speeds, and the left half position is taken at the third to fifth speeds. 12 switches between 3rd speed and 4th speed 2-3
It is a shift valve. Reference numeral 13 denotes a switch 3 for switching supply and discharge of oil to and from the hydraulic servo B-0 of the fourth brake B0.
This is a 4-shift valve, which is controlled by turning the third solenoid valve S3 on or off, and shifts the right half position at first speed, third speed, and fourth speed to the left half position at second speed and fifth speed. Take half position.

Reference numeral 31 denotes a B-0 control valve for controlling the oil pressure when the fourth brake B0 is released, 32 a first relay valve, and 33 a back pressure of an accumulator provided for each hydraulic servo. Accumulator control valve, 34 is a B-0 accumulator for adjusting the hydraulic pressure rise when the fourth brake B0 is engaged, and 35 is a B- accumulator for adjusting the hydraulic pressure rise when the second brake B2 is engaged. 2 accumulator, 38 is a manual valve operated in conjunction with a shift lever 62 provided in the driver's seat, 39 is a solenoid relay valve, 50
Is a second relay valve, 51 and 71 are check valves, 7
2 is a primary regulator valve.

The above accumulator control valve 3
Reference numeral 3 has a control oil chamber 33m at the lower end.
The back pressure of the −0 accumulator 34 is supplied, and the back pressure of the B-0 accumulator 34 is reduced. Also, the first relay valve 32 takes the right half position by supplying oil to the upper control oil chamber 32m at the time of 2 → 3 shift and 3 → 2 shift, and takes the intermediate position at the 1st speed, 3rd speed and 4th speed. The oil is supplied to the control oil chamber 32k of the section to take the control position, and the oil is supplied to the lower control oil chamber 32n at the 4th speed and the 5th speed to take the left half position. Then, at the time of the 2 → 3 shift, it is in the right half position to facilitate drain control of the fourth brake B0.

At the time of the 3 → 2 shift, the communication between the second relay valve 50 and the hydraulic servo B-0 is established, and the hydraulic servo B-0 is quickly engaged. Then, during a shift between the first speed-second speed, and take the left half position at the time of shifting between the fourth speed -5 speed, the oil line pressure P _L from the manual valve 38 via the port 32b and port 32a B-0 is supplied to the control oil chamber 31m at the lower end of the control valve 31,
The B-0 control valve 31 is fixed at the left half position.

The B-0 control valve 31 has an orifice circuit connecting the port 31b and the port 31c, and switches the oil supply / discharge control pattern of the hydraulic servo B-0. That is, at the second speed, the oil of the first relay valve 32 is supplied to the control oil chamber 31m at the lower end to take the left half position, and the oil from the 3-4 shift valve 13 is supplied to the hydraulic servo B-0. At the start of the 2 → 3 shift, the first relay valve 32 is switched, and the control oil chamber 3 at the lower end is switched.
One meter of oil is drained to take the right half position, the orifice circuit is closed, and the connection between the 3-4 shift valve 13 and the hydraulic servo B-0 is shut off. Therefore, the engagement hydraulic pressure of the hydraulic servo B-0 is maintained at the start of the 2 → 3 shift.

At the time other than the 2 → 3 shift, the oil of the first relay valve 32 is supplied to the control oil chamber 31m at the lower end to take the left half position, so that at the 1 → 2 shift and 4 → 5 shift.
At the time of shifting, the orifice circuit is opened, and oil can be rapidly supplied to the hydraulic servo B-0 via the orifice circuit. At the time of 2 → 3 shift, oil of the control pressure P _SLu of the linear solenoid valve SLU is supplied to the intermediate control oil chamber 31k via the solenoid relay valve 39,
The engagement hydraulic pressure of the hydraulic servo B-0 is feedback-controlled to drain the oil of the hydraulic servo B-0.

The second relay valve 50 is the oil supply of the line pressure P _L to the control oil chamber 50m at the upper end, the control pressure P _SLu of the linear solenoid valve SLU to the control oil chamber 50n of the lower end
Is supplied via a solenoid relay valve 39. Then, at the same time as the start of the 2 → 3 shift, oil is supplied from the linear solenoid valve SLU to the left half position,
The hydraulic servo B-0 of the fourth brake B0 and the B-0 accumulator 34 are shut off to independently control the oil drain of the hydraulic servo B-0. Therefore, the third solenoid valve S3 is turned off at the time of the 2 → 3 shift.

At this time, the accumulator control valve 33 and the B-0 accumulators 34, B-
2 The oil supplied to the back pressure chamber such as the accumulator 35 is supplied to the control oil chamber 3 of the accumulator control valve 33.
3 m is supplied as a signal oil pressure, and the back pressure is reduced to about 75% of the normal pressure. Further, in except when 2 → 3 shift, take the right half position is oil supply of the line pressure P _L to the control oil chamber at the upper end.

[0043] 72 is a primary regulator valve receives the oil control pressure P _SLT adjusted by the linear solenoid valve SLT to the control oil chamber 72m, generates a line pressure P _L to the port 72a and the port 72b. Next, control when draining the oil in the hydraulic servo B-0 of the fourth brake B0 (when releasing the fourth brake B0) will be described.

In this automatic transmission, the shifts for releasing the fourth brake B0 are only 2 → 1 shift, 5 → 4 shift and 2 → 3 shift. Of these, 2 → 1 shift and 5
Since the four shifts are shifts in which the main transmission unit 60 does not change, release of the fourth brake B0 does not need to be considered. On the other hand, in the 2 → 3 shift, since the main shift unit 60 performs an upshift from the first speed to the second speed at the same time, extremely precise pressure regulation control is required.

Therefore, when the fourth brake B0 is released, the oil passage is switched between a case where only the subtransmission unit 40 shifts alone and a case where the main transmission unit 60 and the subtransmission unit 40 are simultaneously shifted. It has become.
That is, at the time of the 2 → 3 shift, the second relay valve 50 is moved to the left half position (the check valve 51
(A state in which oil is not supplied from the second relay valve 50) to shut off the connection between the port 50b and the port 50c of the second relay valve 50.

As a result, the oil passage between the B-0 accumulator 34 and the hydraulic servo B-0 of the fourth brake B0 is cut off, so that it is attached to the second brake B2 for achieving the gear position of the main transmission unit 60. The B-2 accumulator 35 can be freely controlled by the linear solenoid valve SLN and the accumulator control valve 33, and its influence can be prevented from affecting the hydraulic servo B-0 at all.

On the other hand, since the first relay valve 32 is at the right half position, the control oil chamber 3 of the B-0 control valve 31
1 m D-range oil pressure P _D of drained, B-0 control valve 31 is pressure regulating state. Lines or, in the B-0 control valve 31 is the right half position (state Drain the oil D range pressure P _D of the control oil chamber 31m), the control pressure P _SLU and spring load F _S2 supplied to the port 31d The pressure P _L is adjusted, and the adjusted oil is discharged from the port 31c. The oil of the control pressure P _SLU supplied to the port 31d is generated by a linear solenoid valve SLU, and is supplied via a solenoid relay valve 39.

Therefore, when draining the oil of the hydraulic servo B-0 of the fourth brake B0, the oil of the control pressure P _SLU regulated by the linear solenoid valve SLU is used for draining the oil.
The pressure is supplied to the −0 control valve 31, and is regulated by the B-0 control valve 31, so that the hydraulic pressure at the time of release can be finely controlled.

Incidentally, in the above automatic transmission, 2
The fourth brake B0 is engaged at the time of the speed, the fourth brake B0 is released at the time of the third speed and the fourth speed, the second brake B2 is engaged, and the fourth brake B0 is engaged again at the time of the fifth speed. It is supposed to be. Therefore,
The operation when the fourth brake B0 is disengaged will be described.

In the shift in which the fourth brake B0 is engaged, the main shift unit 60 is kept as it is, and only the sub-shift unit 40 shifts alone (for example, 1 → 2 shift and 4 →).
5 shifts) and a simultaneous shift (for example, 3 → 2 shift) in which the main shift unit 60 shifts downshifts and the sub shift unit 40 shifts upshifts. In this case, the main transmission unit 60 and the sub transmission unit 4
In the latter case where the gear is achieved by simultaneous gear shifting, the fourth brake B
It is desirable to minimize the time lag until the 0 is engaged. On the other hand, in the former case where only the subtransmission unit 40 shifts independently, there is no particular necessity. Rather, it is preferable to engage relatively slowly in terms of speed change characteristics.

That is, when the fourth brake B0 is engaged, the third solenoid valve S3 is turned off,
The 3-4 shift valve 13 is in the left half position and the port 13
The oil of the line pressure P _L supplied to a is discharged from the port 13b. On the other hand, the B-0 control valve 31 is in the left half position (the port 32a and the port 32b of the first relay valve 32 are connected, and the B-0 control valve 31
Ready) that supplied the oil D range pressure P _D to the control oil chamber 31m of the oil at the line pressure P _L supplied to the port 31b is discharged as it is from the port 31c not pressure regulated.

The first relay valve 32 is connected to the control oil chamber 3
2m is supplied with the oil of the engagement hydraulic pressure of the second brake B2, the port 32c is supplied with the oil of the engagement hydraulic pressure of the fourth clutch C0, and the control oil chamber 32n is supplied with the oil of the engagement hydraulic pressure of the second clutch C2. The connection between the port 32d and the port 32e and the connection between the port 32a and the port 32b are cut off by the balance between the engagement hydraulic pressure and the spring load _Fs3 . And, the first relay valve 32 has 3
→ At the time of the second shift, the oil of the engagement hydraulic pressure of the second brake B2 is supplied to the control oil chamber 32m to be in the right half position, and the fourth brake B0
Increase the oil supply to

Accordingly, when the determination of the 3 → 2 shift occurs, the oil path for supplying oil to the hydraulic servo B-0 of the fourth brake B0 becomes the oil path of the small orifice 52 and the oil path of the large orifice 53. The system becomes two systems and the oil path resistance is reduced, and the fourth brake B0 is quickly engaged. In addition, 3
In the 1 → 2 shift and the 4 → 5 shift in which the fourth brake B0 is changed from the released state to the engaged state other than in the second shift, the first relay valve 32 is in the left half position, and the hydraulic pressure The oil path for supplying oil to the servo B-0 is
Only on the small orifice 52 side.

Here, the hydraulic servo B of the fourth brake B0
In the case where oil is supplied to −0, even when oil is supplied only from the small orifice 52 side or in addition to this, oil is also supplied from the large orifice 53 side. −0 accumulator 34 is connected,
The −0 accumulator 34 functions. Therefore, the second relay valve 50 is configured such that the control oil chamber 50m is supplied with oil from the check valve 51, and that the second relay valve 50 is all in the right half position except during 2 → 3 shift. The check valve 51 discharges oil at each pressure when the engagement hydraulic pressure of the fourth clutch C0, the L range pressure, and the second range pressure are generated.

That is, when oil is supplied to the hydraulic servo B-0 of the fourth brake B0 (when the fourth brake B0 is engaged), the transient characteristic is basically controlled by the B-0 accumulator 34. Is done. The B-0 accumulator 34 is controlled by a linear solenoid valve SLN and an accumulator control valve 33. On the other hand, when the fourth brake B0 is engaged, the B-0 control valve 31 is supplied with oil from the first relay valve 32 to the control oil chamber 31m to be in the left half position, and has no pressure regulation function.

As described above, when the fourth brake B0 is engaged, it is controlled exclusively by the pressure adjusting function of the B-0 accumulator 34. Here, an operation when the second shift determination is performed during the simultaneous shift of the main transmission unit 60 and the sub transmission unit 40 will be described. As described above, at the time of the 2 → 3 shift, the oil passage between the B-0 accumulator 34 and the hydraulic servo B-0 is shut off, while the B-0 control valve 31
Is set to a state where pressure adjustment is possible, and the linear solenoid valve SL
The oil of the control pressure P _SLU regulated by U is supplied to the B-0 control valve 31, so that the oil of the hydraulic servo B-0 can be finely controlled and drained.

As described above, if the fifth-speed shift determination is made while the oil in the hydraulic servo B-0 is finely controlled and the vehicle is draining, it is necessary to re-engage the fourth brake B0.
The B-0 accumulator 34 once disconnected will be connected again. At this time, the oil in the oil passage is supplied to the B-0 accumulator 34 after the start of operation, so that the oil pressure in the hydraulic servo B-0 drops temporarily but suddenly, and the simultaneous automatic transmission as a whole shifts simultaneously. In this case, the shift of the downshift progresses rapidly, and the shift shock increases.

Therefore, the shift to the fifth speed is delayed, an increased speed state is once established, and the shift from 2 to 3.5 to 5 is performed to prevent the occurrence of a shift shock. In the automatic transmission control device having the above-described configuration, the automatic transmission control device 104 includes a shift determining unit, and the shift determining unit determines a shift based on a vehicle traveling condition such as a vehicle speed signal and a throttle opening signal. The shift determination is made based on whether or not a shift point set for each type has been reached.

During the simultaneous shift of the main transmission unit 60 and the auxiliary transmission unit 40, that is, at the time of the 2 → 3 shift, if a fifth speed shift signal is generated as the second shift determination, the speed change signal is output. The output can be delayed by a preset time. 2
→ During 3rd shift, the linear solenoid valve SLU
The oil of the control pressure P _SLU regulated by the electric signal in the control oil chamber 3 in the middle part of the B-0 control valve 31
1k, and the oil in the hydraulic servo B-0 is drained while being controlled. If the fifth-speed shift determination is performed as the second shift determination before the 2 → 3 shift is completed,
A shift signal is generated as the second shift output, but the output of the shift signal is delayed for a predetermined time, during which the hydraulic control circuit 10
6 is not entered. Subsequently, the automatic transmission control device 104
Sends an electrical signal to the linear solenoid valve SLU, the regulated oil of the control pressure P _SLU is supplied to the B-0 control valve 31, and the oil is supplied to the hydraulic servo B-0 while being controlled. At this time, the communication between the hydraulic servos B-0 and B-0 accumulator 34 is shut off by the second relay valve 50.

When the hydraulic pressure P _B0 in the hydraulic servo B-0 of the fourth brake B0 rises and the engagement of the fourth brake B0 is completed, the main speed change unit 60 is kept in the second speed state and the sub speed change is performed. A 3.5 speed for bringing the unit 40 into the speed increasing state is formed. During this time, the rotation speed sensor 56, which is disposed opposite to the clutch drums of the third clutch C0 and the second clutch C2, which are rotating members in the automatic transmission,
The rotational speeds N _C0 and N _C2 are detected by 58, and when the speed increase state is completely achieved and the rotational speed N _C0 of the third clutch C0 becomes almost 0, for example, 50 rpm, the fifth speed shift is output as the second shift output. The signal is output to the hydraulic control circuit 106. On the other hand, the electric signal sent to the linear solenoid valve SLU is controlled to increase the oil pressure in the control oil chamber 50n of the second relay valve 50, and the second relay valve 50
Is in the left half position, the hydraulic servo B-0 and the B-0 accumulator 34 are connected, and the B-0 accumulator 34 starts functioning. Therefore, the fourth brake B0
The hydraulic pressure P _B0 in the hydraulic servo B-0 rises while being controlled by the B-0 accumulator 34.

The hydraulic servo C- of the second clutch C2
The supply of oil to the second gear is started, and the gear is shifted to the fifth gear. In this case, the hydraulic servo C- of the second clutch C2
2 is controlled by a transient characteristic of a C-2 accumulator (not shown). Here, for example, when the accelerator is returned during the 1 → 2 shift and the shift determination of the 2 → 3 shift is performed, and the shift signal is output to the hydraulic control circuit 106 as it is,
The B-0 accumulator 34, which controls the hydraulic servo B-0 of the fourth brake B0 based on the transient characteristics, is disconnected from the hydraulic servo B-0.

In this case, the B-0 accumulator 34
Is supplied to the hydraulic servo B-0, the fourth brake B0 is suddenly engaged, and a large shift shock occurs. Therefore, when the shift determination of the 2 → 3 shift is performed during the 1 → 2 shift, the shift output is performed in the following shift output pattern. That, 1 → 2 shift output of the shift is performed, shifting the inertia phase is started is detected from the rotational speed N _C0, N _C2, and the T ₁₁ timer starts to count after the shift output is performed before finishes counting, the 2 → 3 when the shift of the shift determination is performed, 1 → 2 shift output of shift is not performed, after the T ₁₁ timer finishes counting immediately 2 → 3 shift speed change output Is performed.

[0063] When the T ₁₁ timer shift determination of 2 → 3 shift after completing the counting is performed, 1 → 2 shift output of the 2 → 3 shift After shift output of the shift is performed,
The shift is performed in order. Thus, the sub transmission unit 4
In a control device for an automatic transmission that performs a simultaneous shift such that one of the 0 and the main transmission unit 60 performs a downshift, and the other performs an upshift, a hydraulic circuit dedicated to the simultaneous shift includes: When shifting from a certain shift speed to another shift speed is performed by a kick down shift, a power off shift, or the like, a shift corresponding to each shift pattern is performed with an optimal shift output pattern. Will be Therefore, no shift shock occurs, and the shift time can be shortened.

For this purpose, each type of shift is categorized into a plurality of shift patterns, and each shift pattern is associated with an optimal shift output pattern, which is stored in a ROM in the automatic transmission control device 104 in a shift pattern table. Is stored as FIG. 1 is a diagram showing a shift pattern table referred to in the control device for an automatic transmission according to the present invention.

As shown in the figure, the types of shifts are categorized into seven shift patterns A to F.
A shift output pattern can be selected corresponding to F. First, in the shift pattern A, a downshift to the first speed is performed during a downshift to the second speed, and the type of shift is 3 → 2 → 1 shift, 4 →
2 → 1 shift and 5 → 2 → 1 shift are included. in this case,
The shift output pattern is obtained by applying ordinary multiplex logic. Then, for example, when the shift determination of the 3 → 2 shift is performed and the shift determination of the first speed is performed before the counting of the T ₁ timer ends, the shift output of the 3 → 2 shift is not performed, and
After the counting is completed, the first-speed shift output is performed. Further, T ₁ when the timer first speed shift judgment is not performed before terminating the count, 3 after completing the counting →
Two gear shift outputs are performed.

The shift pattern B is for performing a downshift during the upshift from the 2nd speed. The shift types include 2 → 3 → 1 shift, 2 → 3 → 2 shift, and 2 → 5 →
1 shift, 2 → 5 → 2 shift, 2 → 5 → 3 shift and 2 → 5 →
Four shifts are included. In this case, the shift output pattern is such that the shift is sequentially performed, and after the first shift output is performed, the second shift output is performed. Shift pattern C is 2 →
The shift of the downshift is performed during the shift of the upshift of the shift of 3 → 5. The shift types are 2 → 3 → 5 → 1 shift, 2 → 3 → 5 → 2 shift, 2 → 3 → 5 → 3 shifts and 2 →
A 3 → 5 → 4 shift is included. In this case, the downshift is performed after the 3.5th speed is formed in the shift output pattern.

The shift pattern D is for performing a simultaneous shift during the 1 → 2 shift and a downshift to the 2nd speed during the upshift, and the type of shift is the simultaneous shift during the 1 → 2 shift. For shifting, 1 → 2 → 3 shifting, 1 → 2 → 5 shifting and 1 → 2 → 1 shifting, and for downshifting to 2nd speed during upshifting, 1 → 3 → 2 shifting. included. In this case, the speed change output pattern, before the conditions of the first detection of the inertia phase of the shift and T ₁₁ the end of the timer count is established, if there is a second shift determination, immediately second shift output If there is a second shift determination after the above conditions are satisfied, the shifts are sequentially performed.

The shift pattern E is for performing an upshift during a downshift to the second or first speed, and the shift types include 3 → 2 → 3 shift, 3 → 2 → 5 shift,
4 → 2 → 3 shift, 4 → 2 → 5 shift, 5 → 2 → 3 shift, 5
→ 2 → 5 shift, 3 → 1 → 2 shift, 4 → 1 → 2 shift, 5 →
1 → 2 shift, 2 → 1 → 2 shift, 2 → 1 → 3 shift, 2 → 1
→ 4 shifts and 2 → 1 → 5 shifts are included. In this case, the gear shift output pattern is such that the second gear shift output starts after the first gear shift output is completed (the determination of the end of the first gear shift output by the rotation speeds N _C0 and N _C2 is satisfied or the timer count ends). Will be

The shift pattern F is for performing a downshift from the fifth speed to the second speed.
Shift, 5 → 3 → 2 shift, 5 → 4 → 2 shift and 5 → 4 → 3
→ Includes 2 shifts. In this case, the shift output pattern is
The next shift is predicted by the throttle opening change dθ / dt, the frequency of simultaneous shifts is reduced, and 5 → 4 shift and 5
→ During the shift output of the third shift, the control waits for a predetermined time to elapse at the third speed, and then the shift output of the second speed is performed.

The speed change judging means formed in the automatic transmission control device 104 is provided with a throttle sensor 10
0, various shift determinations are made with reference to the shift map stored in the ROM of the CPU according to the running conditions detected by the vehicle speed sensor or the like. Here, after the shift determination of the first shift is performed based on the traveling conditions detected by the shift determining means, the load is reduced before the first shift output is performed and the second shift is performed.
When the shift determination is made, the shift determination signal corresponding to each shift determination is not immediately sent to the hydraulic control circuit 106, but is sent to the pattern selecting means.

Upon receiving the shift determination signal, the pattern selecting means refers to the shift pattern table, selects an optimal shift output pattern, and sends it to the shift setting means. The shift setting means outputs a shift signal corresponding to the shift output pattern selected by the pattern selecting means to the hydraulic control circuit 106. It should be noted that the present invention is not limited to the above-described embodiment, but can be variously modified based on the gist of the present invention, and they are not excluded from the scope of the present invention.

[Brief description of the drawings]

FIG. 1 is a diagram showing a shift pattern table referred to in a control device for an automatic transmission according to the present invention.

FIG. 2 is a schematic diagram of a control device for an automatic transmission according to the present invention.

FIG. 3 is a diagram showing the operation of the automatic transmission according to the present invention.

FIG. 4 is a first circuit diagram showing a main part of a hydraulic control circuit in the control device for the automatic transmission according to the present invention.

FIG. 5 is a second circuit diagram showing a main part of a hydraulic control circuit in the control device for the automatic transmission according to the present invention.

[Explanation of symbols]

 Reference Signs List 100 throttle sensor 104 automatic transmission control device 106 hydraulic control circuit

──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Hideaki Otsubo 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation (72) Inventor Hidehiro 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation ( 72) Inventor Hiromichi Kimura 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (72) Inventor Kunihiro 1st Toyota Town Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (72) Inventor Norimi Asahara 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (56) References JP-A-3-107670 (JP, A) JP-A-2-217661 (JP, A) JP-A 1-238748 (JP, A A) (58) Field surveyed (Int. Cl. ⁷ , DB name) F16H 59/00-59/24

Claims (3)

(57) [Claims] 1. A sub-transmission unit, and a main transmission unit coupled to the sub transmission unit, in the control apparatus for an automatic transmission to achieve a multi-stage gear, and means for detecting a running condition of the vehicle, the performs shift determination in response to a signal driving conditions, a shift determination unit Ru is generated shift determination signal,
This is performed during the shift to a predetermined shift speed by the shift determination means.
Other types of shift to speed stage is typified into a plurality of shift pattern, typified by the said other gear with the shift pattern that
A shift pattern table formed in correspondence with an optimal shift output pattern for shifting to a gear, and a predetermined shift
Receiving a shift determination signal that has been allowed to occur by the shift determination means to perform during the shift to the gear speed to shift to another gear stage, with reference to the shift pattern table, the other variables
A pattern selecting means for selecting an optimum speed change output pattern to gear speed, the speed setting means for setting a speed change in association with the shift output pattern selected by the pattern selecting means, made me generated by the speed-change setting means A hydraulic control circuit that receives a shift signal and selectively supplies and discharges oil to and from a hydraulic servo of each friction engagement element. 2. A means for detecting a degree of progress of a shift is provided.
And the shift pattern and the progress of the shift
The shift pattern table is referred to based on the
Control device for automatic transmission. 3. The transmission pattern according to claim 1 , wherein
One of the gearbox and main transmission unit
Shifting while the other shifts downshift
2. The control of the automatic transmission according to claim 1, wherein simultaneous transmission is included.
apparatus.