JPH0621645B2 - Multi-stage automatic shift control device - Google Patents

Description

TECHNICAL FIELD The present invention relates to an automatic transmission mounted on an automobile, and more particularly to a control device for a multi-stage automatic transmission including a main transmission unit and an auxiliary transmission unit.

(B) Conventional Technology In general, an automatic transmission includes a torque converter and a planetary speed change gear mechanism, and the speed change gear mechanism includes an overdrive (O / D) planetary gear unit, a front planetary gear unit, and a rear planetary gear unit. Then, the speed change gear mechanism obtains a speed change of four forward speeds and one reverse speed by two solenoid valves and three shift valves.

Further, as disclosed in Japanese Patent Application Laid-Open No. 57-37140, three solenoid valves and three shift valves are installed, and an overdrive planetary gear unit is used as a sub-transmission unit, and a main transmission including front and rear planetary gear units. Used in combination with the unit, forward 6
The present applicant has devised a shift control device that obtains the number of shift stages.

(C) Problems to be Solved by the Invention By the way, in a multi-stage automatic transmission including the sub-transmission and the main transmission unit, the sub-transmission unit has two stages of overdrive and direct connection, and the main transmission has first speed, second speed, and third speed. Six speeds are obtained by combining the three speeds, but in this case, one of the speed change units may be downshifted and the other may be upshifted. For example, the sub-transmission unit may downshift from overdrive to a direct connection state, and at the same time the main transmission unit may upshift from the first speed to the second speed, so that the entire speed is changed from the second speed to the third speed. In the conventional control device,
Since no measure is taken to complete both shift operations at the same time, there is a risk that either one shift operation will precede and the other shift operation will be performed thereafter. For example, if the downshift is performed first, the speed will be greatly reduced (1st speed) and then greatly increased (3rd speed), and if the upshift is performed first, the speed will be significantly increased (1st speed). (4th speed) and then decelerated, causing the engine speed to rise and fall, and to cause a large shift shock.

Therefore, an object of the present invention is to provide a multi-stage automatic shift control device that solves the above-mentioned problems by synchronizing the shift operations of both shift units.

(D) Means for Solving the Problems The present invention has been made in view of the above circumstances, and each frictional engagement element C ₀ , C ₁ , which switches the transmission path,
A speed change gear mechanism 3 in which a sub speed change unit 16 and a main speed change unit 21 that change speed by engagement or disengagement of C ₂ , B ₀ , B ₁ , B ₂ , B ₃ are connected in series, the sub speed change unit and the main speed change unit. A plurality of shift valves 51, 5 for supplying / discharging hydraulic pressure to / from each friction engagement element of the transmission unit
2, 53 and a plurality of solenoid valves S1, S2, S3 for controlling the plurality of shift valves, and a control unit E for controlling the hydraulic control mechanism. In the multi-stage automatic shift control device 1 for obtaining a multi-stage shift by a plurality of shift operations including a simultaneous shift operation by one upshift operation and the other downshift operation, the sub-transmission unit 16 is released during the simultaneous shift operation. A first friction engagement element B ₀ , a second friction engagement element C ₀ engaged, and a one-way clutch F ₀ provided in parallel with the second friction engagement element. , the hydraulic control mechanism 5, wherein the first friction engagement element B ₀ shift valve 53 that selectively provides hydraulic pressure to the second frictional engagement element C _0, a first solenoid switching the shift valve A valve 53, the said shift valve 53 first
A control valve 66 which is interposed in the oil passages y ₁ and z ₁ communicating with the friction engagement element B ₀ and adjusts the oil pressure of the first friction engagement element B ₀ according to the supplied control oil pressure,
A second solenoid valve S ₀ for supplying the control pressure to the control valve; and the control unit E, based on the gear shift operation state of the main gear shift unit 16 during the simultaneous gear shift operation. The second gear shift operation of the sub-transmission unit is synchronized with the gear shift operation of the main transmission unit by releasing the friction engagement element B ₀
Output a signal to the solenoid valve S ₀ of
A multi-stage automatic transmission control device is characterized in that a signal is output to the first solenoid valve S ₃ so as to switch the shift valve 53 to supply hydraulic pressure to the second friction engagement element C _0. .

Specifically, O / D to _{B 0} release control valve 66 for controlling the release pressure of the brake _{B 0,} disposed between the O / D brake _{B 0} and the third shift valve 53, the solenoid of the valve 66 valve At S ₀ , main transmission unit 2
1 is controlled by a signal from the control unit E based on the rotation sensor A ₂ that detects the rotation speed of the predetermined component 30 to upshift by the engagement of the brake B ₂ of the main transmission unit 21 (for example, first speed → second speed). ) The operation is synchronized with the downshift (0 / D → direct connection) operation of the auxiliary transmission unit by releasing the 0 / D brake B ₀ .

(E) Operation Based on the above-described configuration, during the synchronous gear shift, first, the hydraulic pressure of the first friction engagement element B ₀ is changed to the gear shift of the main gear shift unit 21 based on the gear shift state of the main gear shift unit 21. It is controlled by the control valve 66 so as to be synchronized. At this time, since the shift valve 53 is not switched, the hydraulic pressure is not supplied to the second friction engagement element C ₀ , and the shift valve 53 and the first friction engagement element B ₀ are not supplied.
Oil passage y _1, the control intervenes z ₁ valve 66 to contact the door is, the first friction engagement element B by applying a hydraulic tone _0, the control of the release of the first friction engagement element B ₀ I do. As a result, the one-way clutch F ₀ provided in parallel with the second friction engagement element C ₀ is engaged and the auxiliary transmission unit 1
6 shifts are performed, and synchronization can be achieved only by controlling one friction engagement element B ₀ . Then, after the synchronization is completed, the shift valve 53 is switched to supply the hydraulic pressure to the second friction engagement element C ₀ to complete the shift. Specifically, when shifting the entire transmission 1 from the 2nd speed to the 3rd speed, the main transmission unit 2
1, the brake B ₂ is engaged to upshift from 1st speed to 2nd speed, and the auxiliary transmission unit 16 is downshifted from O / D to direct connection by releasing the brake B _{0 and} engaging the clutch C _0. (See FIGS. 7 and 8). At this time, the solenoid valve S _D to which the modulator pressure is being supplied by the S _D modulator valve 65 is duty-controlled or ON-controlled by a signal from the control unit E, and the B ₀ release control valve 66 is controlled to control the 0 / D brake. Control the release action of B ₀ . Accordingly, when the brake B ₂ of the main transmission unit 21 is engaged, the brake B ₂ of the sub transmission unit 16 is engaged.
_{When 0} is released, synchronous control is performed.

The B ₀ release control valve 66 has a third
Since the hydraulic pressure is supplied through the ports 1 and o of the shift valve 53, even if the solenoid valve S _D or the control valve 66 malfunctions, the clutch C
₀ and the brake B ₀ are never engaged at the same time.

(F) Example Hereinafter, an example of the present invention will be described with reference to the drawings.

As shown in FIG. 2, the multi-stage automatic transmission 1 includes a torque converter 2, a planetary speed change gear mechanism 3 and a hydraulic control mechanism 5, and a converter housing 6, a transmission case 7 and an extension housing 9, and a valve body, respectively. It is stored in the oil pan 10 and the oil pan 11. The torque converter 2 includes a lockup clutch 12, and the rotation of the input member 13 is transmitted to the input shaft 15 of the transmission gear mechanism 3 via the oil flow of the torque converter 2 or directly by the lockup clutch 12. The transmission gear mechanism 3 includes an auxiliary transmission unit 16 including an overdrive (O / D) planetary gear unit 17,
The main transmission unit 21 includes a front planetary gear unit 19 and a rear planetary gear unit 20. The O / D planetary gear unit 17 has an input shaft 15
A planetary gear 22 directly connected to the sun gear 23, a sun gear 23 fitted to the input shaft 15 and a ring gear 25 connected to the input shaft 26 of the main transmission unit 21, and an O / O between the planetary gear 22 and the sun gear 23. The D direct clutch C ₀ and the one-way clutch F ₀ are interposed in parallel, and the O / D brake B ₀ is arranged between the sun gear 23 and the case 7. The front planetary gear unit 19 includes a planetary gear 29 directly connected to the output shaft 27, a sun gear 30a fitted to the output shaft 27 and integrally formed with the sun gear 30b of the rear planetary gear unit 20, and a forward clutch for the input shaft 26. Ring gear 3 connected via C ₁
3, a direct clutch C ₂ is interposed between the input shaft 26 and the sun gear 30, and a coast brake B ₁ is interposed between the sun gear 30 and the case 7. A brake B ₂ is provided between the case 7 and the case 7 via a one-way clutch F ₁ . The rear planetary gear unit 20 is composed of a planetary gear 31, a sun gear 30b and a ring gear 32 directly connected to the output shaft 27, and a brake B ₃ and a one-way clutch F ₂ are arranged in parallel between the planetary gear 31 and the case 7. It is set up. In addition, 35 in FIG. 2 is an oil pump.

A rotation sensor A _{1 including a} photoelectric sensor or a magnetic sensor is installed in the case 7 of the O / D planetary gear unit 17, or the flange pieces 23 a connected to the sun gear 23 are notched at equal intervals. Or a hole is formed. Therefore, the rotation sensor A ₁ detects the rotation speed of the sun gear 23, that is, the shift operation state of the auxiliary transmission unit 16. The rotation sensor A ₂ is also installed in the case 7 of the front planetary gear unit 19, and notches or holes are formed at equal intervals in the clutch connecting piece 30 a extending from the sun gear 30. Therefore, the rotation sensor A ₂ detects the rotation speed of the sun gear 30, that is, the shift operation state of the main transmission unit 21.

On the other hand, as shown in FIG. 3, the hydraulic shift control mechanism 5 comprises a large number of valves, an accumulator and an orifice 36, a strainer 37, etc., and each valve will be described below.
The manual valve 40 has P, R, and
It is switched to each range of N, D, S, L
As shown in the drawing, each oil passage a, b, c, d, e is switched. The line pressure is supplied to the oil passage 1. The throttle valve 41 is accompanied by a downshift plug 42, and a cam rotates in response to depression of an accelerator pedal to obtain throttle pressure corresponding to engine output. The cutback valve 43 generates the cutback pressure in addition to the first speed, reverse, and P, N ranges, and the throttle valve 41
To reduce the throttle pressure. The primary regulator valve 45 is regulated by the throttle pressure to generate a line pressure corresponding to the load. That is, when the load is high, the line pressure is increased to secure the working pressure of the clutches C and the brakes B, and when the load is light, the line pressure is adjusted to be low. The secondary regulator valve 46 is regulated by the hydraulic pressure from the primary regulator valve 45, and controls the converter hydraulic pressure and the lubricating hydraulic pressure supplied to the converter 2 and each lubricating portion 47. Lock-up relay valve 49 is controlled by solenoid valves S _L, switching the oil flow through the lock-up clutch 12 and the oil cooler 50.
That is, the upper end oil chamber by turning on the solenoid valve S _L e '
A line pressure is applied to the converter hydraulic oil passage f to regulate the pressure by the secondary regulator valve 46, thereby switching the lock-up clutch off oil passage g to the on oil passage h and guiding the off oil passage g to the drain circuit. The first shift valve 51 switches between the first speed and the second speed of the main transmission unit 21 (the first speed and the third speed of the transmission 1 as a whole), and is operated by the solenoid valve S ₁ . That is, when the solenoid valve S ₁ is turned off, a line pressure is applied to the oil chamber i, the line pressure oil passage a is closed and closed in the D range, S range, and L range of the manual valve 40, and the solenoid valve S 1 is closed.
_{When 1} is turned on, the oil passage a is communicated with the oil passage j to supply the line pressure to the brake B ₂ and the B ₂ accumulator B ₂ A.
The second shift valve 52 is used for the second speed and the third speed of the main transmission unit 21.
The speed (third speed and fifth speed as a whole of the transmission) is switched, and is operated by the solenoid valve S ₂ . That is, when the solenoid valve S ₂ is turned off, the line pressure is applied to the oil chamber k, the line pressure oil passage 1 is connected to the oil passage m, and the line pressure is supplied to the direct clutch C ₂ and the C ₂ accumulator C ₂ A, Further, the solenoid valve S ₂ is closed to close it. The third shift valve 53 switches the sub transmission unit 16, and is operated by the solenoid valve S ₃ . That is, when the solenoid valve S ₃ is turned on, a line pressure is exerted on the oil chamber n, the line pressure oil passage 1 is communicated with the oil passage o, and the line pressure is changed to O / O via the B ₀ release control valve 66 described later. The D brake B ₀ and the B ₀ accumulator B ₀ A are supplied, and the line pressure oil passage 1 is communicated with the oil passage q by turning off the solenoid valve S _{3 so} that the line pressure is O / D direct clutches C ₀ and C _0. It communicates with the accumulator C ₀ A. In the L range of the manual valve 40, the first coast modulator valve 55 is
The line pressure of the oil passage 1 supplied via the second shift valve 52 is adjusted to a coast modulator pressure, and the coast modulator pressure is further supplied to the brake B ₃ via the first shift valve 51. The second coast modulator valve 56 regulates the line pressure of the oil passage 1 supplied via the first shift valve 51 and the second shift valve 52 to the coast modulator pressure in the S range of the manual valve 40. , And further apply the coast modulator pressure to the brake B.
Supply to ₁ . The first accumulator control valve 57 supplies a throttle pressure to the oil chamber r to adjust a line pressure 1 supplied via a second accumulator control valve 70, which will be described later, to an accumulator control pressure, and the control pressure B ₀ accumulator _B 0 a, and supplies the _{C 2} accumulator _{C 2} a and _{B 2} accumulator _{B 2} each back pressure chamber of the a 59, 60, 61.

Furthermore, in addition to the above hydraulic equipment, the hydraulic shift control mechanism 5
Further, an _SD modulator valve 65, a B ₀ release control valve 66, a B ₀ sequence valve 67, a lockup control valve 69 and a second accumulator control valve 70 are attached.

S _D modular Yu regulator valve 65, as shown in detail in FIG. 1, the line pressure is supplied to the line pressure from the port l via the oil strainer 73, further oil passage via the s upper oil chamber s ₁ , the feedback pressure acting on the oil chamber s ₁ and the spring 71 are balanced to adjust the pressure to a predetermined pressure (for example, 4 kg / cm ² ), and the adjusted solenoid modulator pressure is applied to the oil. Is supplied to the road t. Further, the oil passage t communicates with the solenoid valve S _D via the plug 74 and the oil passage t ₁ and also communicates with the B ₀ release control valve 66, and controls the solenoid valve S _{D to} perform on / off control or duty. The control pressure by the control is supplied to the oil chamber t ₂ , and the control valve 66 is controlled. In addition, the solenoid valves S _D are the rotation sensors A ₁ , A
Controlled by a signal from the control unit E based on ₂₎ , when the valve _SD is on / off controlled, the throttle pressure is supplied to the oil passage x to set the brake release pressure according to the load change. Further, the port y of the B ₀ release control valve 66 is connected to the O / D brake B ₀ via the oil passage y _1.
And B ₀ accumulator B ₀ A, and
It communicates with the lower end oil chamber y ₂ as feedback pressure via the orifice 361. The oil passage y ₁ communicates with the bypass passage y ₅ in the tip direction of the brake B ₀ and the accumulator B ₀ A, and the bypass passage y ₅ communicates with the port y ₃ of the sequence valve 67. Further, it communicates with the lower end oil chamber y ₄ of the valve 67 as feedback pressure. Although the feedback pressure of the oil chamber y ₄ is balanced with the spring 80 at the upper end,
0 is set to the piston initial operating pressure at which the brake plates of the O / D brake B ₀ start contacting each other. Therefore, the sequence valve 67 is at the left half position until the initial operating pressure, and the ports z ₂ and y are set. _{When the} hydraulic pressure is supplied to the O / D brake B ₀ through ₂ and exceeds the initial operating pressure, the right half position is switched and the ports z ₂ and y ₂ are closed. Also,
From the port z of the control valve 66 to the port o of the third shift valve 67 via the oil passage z ₁ and the orifice 36.
To the oil passage from B ₀ through the bypass passage z ₅
Communicates with the port z ₂ of the sequence valve 67, also the oil passage y ₆ a check valve 72 branched from the oil passage y ₁
Through the oil passage z ₅ . On the other hand, in the third shift valve 53, the upper chamber n thereof communicates with the solenoid valve S ₃ , the port ₁ communicates with the line pressure, and the port q has O through the oil passage q ₁ and the orifice 362. /
D direct clutch C ₀ and C ₀ accumulator C ₀
It communicates with A. The orifice 36 of the oil passage q ₁
2 is a check valve 7 that allows discharge from the clutch C ₀
5 are interposed in parallel. Further, d in the figure is a drain port.

Further, the lock-up control valve 69 controls the sub-transmission unit 16 to be in the O / D state even when the main transmission unit 21 is in the first speed, in addition to the control for enabling the conventional main transmission unit 21 to be locked up in the second speed or higher. In the above case, that is, in the case where the transmission as a whole is in the second speed or higher, the control is performed so that the lockup can be performed. Further, the second accumulator control valve 70 has an O
When the main transmission unit 21 is upshifted in the / D state, the main transmission brake capacity is excessive compared to when the auxiliary transmission unit 16 is in the direct connection state. Therefore, the accumulators B ₀ A, C ₂ A , B ₂ A back pressure chambers 59, 60,
The pressure supplied to 61 is lowered to optimize the brake capacity.

Next, the operation of this embodiment will be described. Each solenoid valve S ₁ , S ₂ , S ₃ , of the multi-stage automatic transmission 1
_{S L,} S _D, the clutches _{C 0, C 1, C 2} , brake B
₀ , B ₁ , B ₃ , and each one-way clutch F ₀ ,
F ₁ and F ₂ are controlled at the shift speeds at the respective positions P, R, N, D, S and L as shown in the operation table shown in FIG.

That is, at the 1st speed in the D range or the S range, as shown in FIG. 6, the O / D direct clutch C ₀ , the one-way clutches F ₀ and F ₂ and the forward clutch C ₁ are engaged, and the others are in the released state. It has become. Therefore, the auxiliary transmission unit 16 includes the clutch C ₀ and the one-way clutch F.
_The planetary gear unit 17 is integrated and directly connected via _0, and the rotation of the input shaft 15 is transmitted to the input shaft 26 of the main transmission unit 21 as it is. In the main transmission unit 21, the rotation of the input shaft 26 is transmitted to the ring gear 33 of the front planetary gear unit 19 via the clutch C ₁ , and further transmitted to the planetary gear 29 and the output shaft 27 integrated with the gear 29. , A left revolution force is applied to the planetary gear 31 of the rear planetary gear unit 20 through the sun gear 30, but the revolution is blocked by the one-way clutch F ₂ and the gear 31
Rotates and transmits power to the ring gear 32 that is integral with the output shaft 27. That is, the main transmission unit 21 is in the first speed state, and in combination with the direct connection state of the auxiliary transmission unit 16, the transmission as a whole is in the first speed state. At this time, the main transmission unit 21 is branched into two systems from the front planetary gear unit 19 to the output shaft 27 and the rear planetary gear unit 20 to the output shaft 27 to distribute the load received by the gears. .

Further, at the 2nd speed in the D range or the S range, as shown in FIG. 7, the O / D brake B ₀ , the one-way clutch F ₂ and the forward clutch C ₁ are engaged, and the others are in the released state. . Therefore, in the sub transmission unit 16, the sun gear 23 is locked by the brake B ₀ , the planetary gear 22 revolves around its own axis while revolving to transmit power to the ring gear 25, and the input shaft 26 of the main transmission unit 21 is rotated at an increased speed (O / D) is transmitted. Further, the main transmission unit 21 is the same as the first speed state, and therefore the main transmission unit 21
The first speed and the speed increase of the auxiliary transmission unit 16 are combined, so that the entire transmission is in the second speed state.

At this time, as shown in FIG. 1, the solenoid valve S ₃ is turned on, the line pressure is supplied to the upper oil chamber n of the third shift valve 53, and the state is switched to the state shown in the left half diagram. Then, the pressure oil in the clutches C ₀ and C ₀ accumulator C ₀ A is discharged from the port q to the drain port d, the clutch C ₀ is released, and the line pressure port 1 communicates with the port o. And the line pressure from port o is
Up to the B ₀ piston initial operating pressure, it is directly supplied to the O / D brake B ₀ through the ports z ₂ , y ₃ of the sequence valve 67 and the oil passage y ₅ , and when the B ₀ piston initial operating pressure is exceeded, the oil chamber y _The valve 67 based on the feedback pressure of ₄
Is switched to the right half position, and then the line pressure from the port o is supplied to the port z of the B ₀ release control valve 66 via the orifice 36 and the oil passage z ₁ . Further, in this state, the control valve 66 is at the left half position, the ports z and y communicate with each other, and the line pressure is the oil passage y ₁
To the brake B ₀ and the B ₀ accumulator B ₀ A via the brake B ₀ to engage the brake B ₀ .

Further, at the 3rd speed in the D range, as shown in FIG. 8, the O / D clutch C ₀ , the one-way clutch F ₀ , the forward clutch C ₁ , the one-way clutch F ₁ and the brake B ₂ are engaged, and the others are It is in a released state. Therefore, the sub-transmission unit 16 is in the direct connection state described above, and the rotation of the input shaft 15 is kept as it is and the input shaft 26 of the main transmission unit 21 is maintained.
Be transmitted to. In addition, the main transmission unit 21 includes the input shaft 2
The rotation of 6 is transmitted to the ring gear 33 of the front gear unit 31 via the clutch C ₁ and imparts a leftward rotational force to the sun gear 30 via the planetary gear 29. The sun gear 30 is accompanied by the engagement of the brake B _2. Rotation in that direction is blocked by the one-way clutch F ₁ , and therefore the planetary gear 29 revolves while rotating on its own axis, and the second speed rotation is achieved only through the front planetary gear unit 19 and the output shaft 2 is rotated.
7 is transmitted. As a result, the direct connection state of the auxiliary transmission unit 16 and the second speed state of the main transmission unit 21 are combined,
The transmission 1 as a whole can obtain the third speed.

At this time, the solenoid valve S ₁ is turned on to switch the first shift valve 51 to the left half position in FIG.
Is connected to the port j, and the line pressure is supplied to the brake B ₂ and the accumulator B ₂ A. The speed change state of the main transmission unit 21, that is, the rotation change of the sun gear 30 due to this is monitored by the rotation sensor A _2, and an electric signal from the control unit E upon the start of the rotation change is received, and the B ₀ release control solenoid valve S is duty cycled. By controlling, the modulator pressure in the oil passage t is reduced. That is, the _SD modulator valve 65 applies the line pressure of the line pressure port 1 to the spring 71.
And the feedback pressure of the upper oil chamber s ₁ is supplied to the oil passage t, but the modulator pressure is reduced by the duty control of the solenoid valve S _D and communicates with the oil passage t B _0. The pressure in the upper oil chamber t ₂ of the release control valve 66 is also reduced. Therefore, the control valve 66 is in the right half position in FIG. 1 while receiving the feedback pressure from the brake B ₀ in the lower oil chamber y ₂ , and the hydraulic pressure from the brake B ₀ and the accumulator B ₀ A is changed to the oil passage y _1. And discharged to the drain port d via the port y. As a result, the main transmission unit 21 is operated by the brake B ₂
The deceleration state of the sun gear 30 associated with the engagement of the rotation sensor A ₂
Is detected by, at the same time auxiliary transmission unit 16, a solenoid according to a signal speed increasing state accompanying the release of the brake B ₀ is detected by the rotation sensor A _1, the control unit E in which these are based on both the rotation sensor A _1, A ₂ The duty of the valve S _D is controlled to control the release pressure of the O / D brake B ₀ ,
The opening operation of the O / D brake B ₀ coincides with the engaging operation of the brake B ₂ .

That is, as shown in FIG. 13, when the rotation of the sun gear 30 in the main transmission unit 21 is decelerated by the start of engagement of the brake B ₂ , the deceleration state is monitored by the rotation sensor A _{2 and} at the same time, the sub transmission unit 21 is monitored. 16, while monitoring the speedup state of the sun gear 23 by the rotation sensor A ₁ , the solenoid valve S _D is duty-controlled to control the O / D brake B ₀ so that the O / D brake B ₀ is released.
_{When the second} gear is completely engaged and the rotation of the sun gear 30 is stopped (t _c ), the auxiliary gear shift side brake B ₀ is controlled so as to completely release the gears, so that the gear shift units 16 and 21 are matched. Let At this time, the rotation sensor A ₂ detects the completion of the shift of the main transmission unit 21, that is, the rotation stop of the sun gear 30, and an electric signal from the control unit E detects the solenoid valve S.
₃ is turned off and the third shift valve 53 is switched to the right half position in FIG. Then, the line pressure port 1 communicates with the port q, the line pressure is sent to the clutch C ₀ and the C ₀ accumulator C ₀ A via the oil passage q ₁ , the clutch C ₀ is engaged, and the port o is opened. By communicating with the drain port d, the hydraulic pressure of the O / D brake B ₀ is immediately and completely drained from the drain port d via the oil passage y ₆ , the check valve 72, the oil passage z ₃ and the port o, and the auxiliary transmission unit 16 is connected. To complete the shift. In this way, the main transmission unit 21 and the auxiliary transmission unit 16 are synchronously and smoothly shifted.

Further, at this time, the solenoid valve S _D malfunctions,
Further, when the B ₀ release control valve 66 is stuck at the position shown in the left half of FIG. 1 and the port y does not communicate with the drain port d, the pressure oil in the brake B ₀ passes through the ports y and z. To the oil passage z ₁ and to the oil passage z ₅ from the check valve 72 which is opened at the time of draining, and when the solenoid valve S ₃ is turned off, the port in the third shift valve 53 in the right half position in FIG. O is discharged to the drain port d. Therefore, even if the valve malfunction occurs, the O / D brake B ₀ and the clutch C
It is safe because the line pressure is not supplied to both ₀ and the O / D planetary gear unit 17 is not locked.

Further, at the 4th speed in the D range, as shown in FIG. 9, the O / D brake B ₀ , the forward clutch C ₁ , the brake B ₂ and the one-way clutch F ₁ are engaged, and the others are in the released state. Therefore, the sub-transmission unit 16 is in the above-described speed-up (O / D) state, and the main transmission unit 2
1 is in the 2nd speed state, so that the entire transmission 1 has 4
You get speed.

Further, at the 5th speed in the D range, as shown in FIG. 10, the O / D clutch C ₀ , the one-way clutch F ₀ , the forward clutch C ₁ , the direct clutch C ₂ and the brake B ₂ are engaged, and the others are engaged. It is in a released state. Therefore, the sub transmission unit 16 is in the direct connection state described above, and the main transmission unit 21 has the front planetary gear unit 19 integrated as a result of the engagement of the clutches C ₁ and C ₂ .
The rotation of the input shaft 26 is directly transmitted to the output shaft 27.
As a result, the direct connection of the auxiliary transmission unit 16 and the third speed of the main transmission unit 21 are combined to obtain the fifth speed in which the input shaft 15 and the output shaft 27 of the transmission 1 as a whole rotate together.

At this time, as in the case of shifting from the 2nd speed to the 3rd speed described above, the shift state of the main transmission unit 21, that is, the sun gear 30.
Monitoring the rotational speed by the rotation sensor A _2, the sensor A ₂
Based on the signal from the control unit E based on the above, the solenoid valve S _D controls the B ₀ release control valve 66 to control the released state of the O / D brake B ₀ , and the rotation sensors A ₁ , A ₂ On the basis of the signal, the solenoid valve S _D is controlled to synchronize the shift of the sub transmission unit 16 with the shift of the main transmission unit 21, the hydraulic pressure of the brake B ₀ is controlled, and the solenoid valve S _D is turned off to shift the gear. Complete and shift smoothly.

Further, at the 6th speed in the D range, as shown in FIG. 11, the O / D brake B ₀ , the forward clutch C ₁ , the direct clutch C ₂ and the brake B ₂ are engaged, and the others are in the released state. Therefore, the auxiliary transmission unit 16 is in the direct connection state described above, and the main transmission unit 21 is also in the third speed state described above.
Together, the transmission 1 as a whole can obtain 6th speed.

In the R range, as shown in FIG. 12, the O / D clutch C ₀ , the one-way clutch F ₀ , the direct clutch C ₂ and the brake B ₃ are engaged, and the others are in the released state. Therefore, the auxiliary transmission unit 16 is in the direct connection state, and in the main transmission unit 21, the rotation of the input shaft 26 is directly transmitted to the sun gear 30 by the clutch C ₂ and the revolution of the rear planetary gear 31 is locked by the brake B _3. Therefore, the rotation of the sun gear 30 is limited to the planetary gear 31.
Is transmitted as a reverse rotation to the ring gear 32 through the rotation of the output shaft and rotates the output shaft 27 in the reverse direction.

Further, at the 3rd and 4th speeds in the S range or the L range, in the 3rd and 4th speeds of the D range described above (the 8th
(See FIG. 9 and FIG. 9), the coast brake B ₁ is engaged, so that the rotation of the sun gear 30 is blocked in both directions, and engine braking is enabled. At this time, when shifting from the 2nd speed to the 3rd speed, the solenoid valve S _D is controlled to shift the auxiliary transmission unit 16 and the main transmission unit 21 simultaneously, as in the D range.

Further, at the 1st speed and the 2nd speed in the L range, the brake B ₃ is engaged at the 1st speed and the 2nd speed in the D range (see FIGS. 6 and 7), so that the planetary gear 31 revolves in both directions. Both are blocked, and engine braking becomes possible.

In the above-described embodiment, as shown in FIG. 14, the rotation sensors A ₁ and A ₂ are installed in both the sub transmission unit 16 and the main transmission unit 21, respectively, and the solenoid valve S is monitored while monitoring the rotation of both units. Duty control was performed for _D to match the time of shifting, but as shown in FIG. 15, the rotation sensor A ₂ is installed only in the main transmission unit 21, and the solenoid valve S _D is set in accordance with the rotation of the main transmission unit 21. It may be configured to perform on / off control.

Further, in the above-described embodiment, the vertical transmission automatic transmission for rear wheel drive in which the auxiliary transmission unit 16 is in the front stage and the main transmission unit 21 is in the rear stage has been described. It is needless to say that the present invention can be similarly applied to a horizontal type automatic transmission for driving front wheels, which has a speed change unit at a rear stage.

(G) Effects of the Invention As described above, according to the present invention, when the main transmission unit and the sub transmission unit are simultaneously operated to shift, the shift operation of the main transmission unit and the shift operation of the sub transmission unit can be synchronized. Therefore, it is possible to prevent the occurrence of shift shock, and at this time, since the synchronization can be achieved by controlling only the first friction engagement element, the control can be simplified.

More specifically, the control valve 66 is a predetermined friction engagement element B ₀ and the shift valve 5 that controls the friction engagement element.
If the solenoid valve S _D malfunctions or the control valve 66 sticks,
The clutch C ₀ and the brake B ₀ do not engage at the same time, and a fail-safe mechanism can be achieved.

Further, when the overdrive planetary unit 17 is used as the auxiliary transmission unit 16 and the front planetary gear unit 19 and the rear planetary gear unit 20 are used as the main transmission unit 21, the conventional automatic transmission gear mechanism with overdrive can be used almost as it is. Thus, the multi-stage automatic transmission 1 can be provided at low cost without significantly changing the manufacturing equipment.

Further, when acting the Mojiyureta pressure from modular Yu regulator valve 65 to the solenoid valve S _D for controlling the control valve 66 does not act a large hydraulic high pressure at and pressure variations in the solenoid valve S _D, the solenoid valve S
_A small size can be used for _D , and durability can be improved.

[Brief description of drawings]

FIG. 1 is a view showing a main part of a hydraulic control mechanism according to the present invention, FIG. 2 is an overall sectional view showing an automatic transmission to which the present invention is applied, and FIG. 3 is an overall view showing the hydraulic control mechanism. FIG. 4 is a diagram showing the manual valve, and FIG. 5 is a diagram showing the operating state of each device at each position. Also, the sixth
Figures 12 to 12 are views showing the operation of the automatic transmission in different states. Further, FIG. 13 is a diagram showing the shift operation of the auxiliary transmission unit and the main transmission unit, FIG. 14 is a block diagram showing an embodiment of the present invention, and FIG. 15 is a block diagram showing another embodiment. is there. 1 ... Multi-speed automatic transmission, 2 ... Torque converter, 3 ...
… (Planetary) speed change gear mechanism, 5 …… hydraulic control mechanism,
16 ... Auxiliary transmission unit, 17 ... Overdrive planetary gear unit, 19 ... Front planetary gear unit, 20 ... Rear planetary gear unit, 21
...... Main transmission unit, 51, 52, 53 ...... Shift valve, 53 ...... Third shift valve, 65 ...... _SD modulator valve, 66 ...... (B ₀ release) control valve, A ₁ , A ₂ ...... Rotation sensor, B ₀ , B ₂ , B ₃ ...
... Friction engagement element (brake), B ₀ ... predetermined friction engagement element (O / D brake), C ₀ , C ₁ , C ₂ ... friction engagement element (clutch), F ₀ , F ₁ , F ₂ ... One-way clutch, E ... Control part, S ₁ , S ₂ , S ₃ , _SL , _SD
...... Solenoid valve, S _D ...... Solenoid valve, z
₁ , y ₁ ... Oil passage.

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Takuji Taniguchi, 10 Takane, Fujii-cho, Anjo-shi, Aichi Aisin Warner Co., Ltd. (72) Inventor Yoshio Shindo 1 Toyota-cho, Toyota-shi, Aichi Toyota Automobile Co., Ltd.

Claims (1)

[Claims] 1. A shift gear mechanism in which a sub-transmission unit and a main transmission unit, each of which shifts by engaging or releasing a frictional engagement element that switches a transmission path, are connected in series, and the sub-transmission unit and the main transmission unit. A hydraulic control mechanism having a plurality of shift valves for supplying and discharging hydraulic pressure to and from each of the friction engagement elements, and a plurality of solenoid valves for controlling the plurality of shift valves, and a control unit for controlling the hydraulic control mechanism. A multi-stage automatic transmission control device for obtaining a multi-stage shift by a plurality of shift operations including a simultaneous shift operation by an upshift operation of one of the both shift units and a downshift operation of the other of the both shift units; A first friction engagement element that is released during operation, a second friction engagement element that is engaged, and a second friction engagement element that is provided in parallel with the second friction engagement element. A one-way clutch, and the hydraulic control mechanism includes a shift valve that selectively supplies hydraulic pressure to the first friction engagement element and the second friction engagement element, and a first shift valve that switches the shift valve. Control valve which is interposed in an oil passage connecting the shift valve and the first friction engagement element and regulates the oil pressure of the first friction engagement element according to the supplied control oil pressure. And a second solenoid valve that supplies the control pressure to the control valve, wherein the control unit is configured to, when the simultaneous shift operation is performed, based on a shift operation state of the main transmission unit, perform the first friction operation. A signal is output to the second solenoid valve so as to synchronize the shift operation of the auxiliary transmission unit with the release of the engagement element with the shift operation of the main transmission unit. A multistage automatic transmission control device, characterized in that a signal is output to the first solenoid valve so as to switch the valve to supply hydraulic pressure to the second friction engagement element.