JPH068366Y2 - Engine brake control device for automatic transmission - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial field of application) The present invention relates to an engine brake control device for an automatic transmission, particularly a forward five-speed automatic transmission.

(Prior Art) As a conventional forward five-speed automatic transmission, for example, Japanese Patent Application No. 62-215148 filed by the applicant of the present application (Japanese Patent Laid-Open No. 1-58836).
Japanese patent publication). This automatic transmission is
Although it has 5 forward speeds, it has only 6 positions (P, R, N, D, 3, 2) in consideration of the general versatility of the manual valve, like the 4th forward speed or the 3rd forward speed automatic transmission. The positions (3, 2) among them are the third speed engine brake range and the second speed engine brake range, respectively.

(Problems to be solved by the invention) In the 5-speed automatic transmission, the number of gear stages that can be set increases as compared with the existing 3-speed or 4-speed automatic transmission. When set to a valve, the following problems occur.

That is, the above-mentioned 6 positions (P, R, N, D,
If a 1-speed engine brake range is added to improve the engine braking force on snowy roads in the manual valve of (3, 2), it will become 7 positions (P, R, N, D, 3, 2, 1) and the number of ports. And the amount of shift lever movement also increases, which deteriorates ergonomic operability and vehicle mountability, and is compatible with existing automatic transmission manual valves and select linkage parts such as select linkage. The problem of loss of sex arises.

Therefore, by using the concept of the OD prohibition switch that has been conventionally adopted in the 4-speed automatic transmission, the 1-speed engine brake state of the 5-speed automatic transmission does not depend on the manual operation of the manual valve. It is also possible to add the above and make it possible to achieve it.

However, if the first speed engine brake state is obtained by simply turning on the first speed engine brake switch in this way, regardless of the selected range of the manual valve, for example, during high speed running at the fourth speed or the fifth speed. Also, it becomes possible to select the first speed engine braking state.

By the way, in the 5-speed automatic transmission, it is customary to set the speed reduction ratio to be higher than usual in the first speed, and nevertheless, the first speed engine brake can be obtained during the selection of the high speed as described above. Then, when switching to the 1st speed engine braking state, not only the sudden and large engine braking acts and becomes a serious safety problem, but also the engine rotation is increased beyond the allowable limit by the reverse driving from the wheels, Will be damaged by over-rotation.

The present invention provides a five-speed automatic transmission in which the first speed engine braking state can be obtained without increasing the number of manual valve positions, and the above-mentioned problem does not occur. The purpose is to propose a brake control device.

(Means for Solving the Problems) For this purpose, the present invention has a forward five-speed automatic shift equipped with a manual valve 100 having a second engine brake range as the lowest engine brake range, as shown in the concept of FIG. The machine 101 is provided with a two-range detecting means 102 for detecting that the manual valve 100 is in the second-speed engine brake range, and a first-speed engine brake switch 103 for turning on the first-speed engine brake at a desired time. Detects the second speed engine brake range, and the first speed engine brake switch 103
When the vehicle is turned on, the automatic transmission is set to the first speed engine braking state.

(Operation) When the first speed engine brake of the 5-speed automatic transmission 101 is desired, the manual valve 100 is set to the second speed engine brake range, and the first speed engine brake switch 103 is turned on. At this time, the second range detecting means 102 detects the selection state of the second speed engine brake range of the manual valve 100, and the automatic transmission 101 responds to the detection by the second range detecting means 102 and also detects the first speed engine brake switch.
Only after receiving the closing signal of 103, the engine is brought into the first-speed engine braking state.

Therefore, without increasing the number of ports of the manual valve 100, that is, with the same number of ports as the number of manual valves in a 3-speed or 4-speed automatic transmission,
It is possible to obtain the first speed engine braking state of the automatic step transmission 101. Because of this, as the manual valve 100,
It is possible to use the same short one that was used for the manual valve of the 3-speed or 4-speed automatic transmission, without compromising the compatibility of the manual valve, the vehicle mountability, and the operability.
Achieves the 1st speed engine braking condition of a 5-speed automatic transmission.

Further, if the manual valve 100 is not in the second speed engine brake range, that is, if the automatic transmission 101 is not in the second speed engine brake state, the first speed engine brake switch 103 is turned on to bring the first speed engine brake state. As a result, it is possible to eliminate the adverse effects of suddenly applying a large engine brake and damaging the engine due to excessive rotation without suddenly entering the first speed engine braking state from the third or higher speed.

Embodiment An embodiment of the present invention will be described in detail below with reference to the drawings.

2 and 3 show a 5-speed automatic transmission having an engine brake control device according to an embodiment of the present invention. First, to explain the gear transmission of FIG. 3, 1 is an input shaft,
2 shows the output shafts, respectively. These input / output shafts 1 and 2 are provided in a coaxial butting relationship, the main planetary gear transmission mechanism 3 is concentrically provided on the input shaft 1, and the sub-planetary gear transmission mechanism 4 is concentrically provided on the output shaft 2.
Are placed respectively.

The main planetary gear speed change mechanism 3 is the same as the speed change mechanism described on page 1-53 of "Automatic Transmission RE4R01A Type Maintenance Manual" (A261C07) issued by the applicant of the present application in 1987. And a second planetary gear set 5, 6 in tandem, which are respectively the first and second sun gears 5.
_S , 6 _S , first and second ring gears 5 _R , 6 _R , pinion 5 _P meshing with these sun gear and ring gear,
6 _P , a simple planetary gear set including first and second carriers 5 _C and 6 _C that rotatably support these pinions.

The sun gear 5 _S can be fixed by the band brake B / B and can be connected to the input shaft 1 by the reverse clutch R / C. Carrier 5 _C can be connected to input shaft 1 by high clutch H / C, low one-way clutch L / OWC
This makes it impossible to rotate in the direction opposite to the input shaft 1, and it can be fixed by the low reverse brake LR / B. The carrier 5 _C is further forward clutch F / C, and can be coupled to the forward one-way clutch F / OWC outer race which is arranged in the same direction as the low one-way clutch L / OWC, couples inner race of the forward one-way clutch to the ring gear 6 _R . The ring gear 6 _R can be connected to the carrier 5 _C by the overrun clutch OR / C, and the sun gear 6 _S is connected to the input shaft 1.

The sub-planetary gear transmission 4 includes a third planetary gear set 7, which includes a third sun gear 7 _S , a third ring gear 7 _R , a pinion 7 _P meshing with these, and a third pinion 7 _P that rotatably supports the pinion 7 _P. A simple planetary gear set including the carrier 7 _C is used. The ring gear 7 _R is connected to the carrier 6 _C which is the output element of the main planetary gear speed change mechanism 3, and the carrier 7 _C is connected to the output shaft 2. The ring gear 7 _R is further capable of binding to the appropriate sun gear 7 _S by direct clutch D / C. Then, reduction one-way clutch to the sun gear 7 _S
RD / OWC disables rotation in the opposite direction of input shaft 1,
The reduction brake RD / B can be used to fix it appropriately.

The gear transmission of the above embodiment can obtain the forward first to fifth speeds and the reverse speed by operating the clutches and brakes in the combinations shown in Table 1 (shown by ◯).

FIG. 2 shows a shift control system of the gear shift mechanism having the above-mentioned configuration. This system comprises a main shift control hydraulic circuit 20 for the main planetary gear speed change mechanism 3 and an auxiliary shift speed control hydraulic circuit 30 other than that, and the latter circuit 30 selectively decelerates the sub planetary gear speed change mechanism 4. Or, make it possible to establish a direct connection.

The main shift control hydraulic circuit 20 is naturally the same as that described in the above-mentioned document "Automatic Transmission RE4R01A Maintenance Manual", and the main planetary gear shift is performed by turning on the shift solenoid A indicated by 51 and the shift solenoid B indicated by 52. Mechanism 3 is set to the 1st speed selection state, and OF of shift solenoid A is selected.
With F, shift mechanism 3 is set to the second speed selection state, and shift solenoid B
Is also OFF, the transmission mechanism 3 can be set to the second speed selection state, and the shift solenoid B can be turned OFF to turn the transmission mechanism 3 ON to set the transmission mechanism 3 to the fourth speed selection state. The line pressure P _L , the pilot pressure P _P , the three range pressure P _III, and the accumulator pressure P inside the main shift control hydraulic circuit 20.
_A is led to the auxiliary shift control hydraulic circuit 30.

The auxiliary shift control hydraulic circuit 30 has a shift valve 31, which comprises a spool 31a elastically supported by a spring 31b. A circuit 32 is connected to a chamber 31c facing the end face of the spool 31a far from the spring 31b, and a small diameter orifice 33 and a large diameter orifice 34 provided in this circuit are communicated with a drain port 35a of a shift solenoid C indicated by 35. The shift solenoid C is in a normal state,
The plunger 35c that receives the spring force of the spring 35b is the drain port.
To open the 35a, without supplying pilot pressure P _P in the chamber 31c,
It is assumed that the shift valve spool 31a is in the inoperative position.
Thus when ON shift solenoid C is coil 35d, the plunger 35c closes the drain port 35a by advancing against the spring 35b, the operating position shown shift valve spool 31a to supply pilot pressure P _P in the chamber 31c To Shift valve 31, the output port 31d to the line pressure (P _L) introducing passage 36 in the non-operating state, also respectively through output port 31e to the drain port 31f, an output port 31d in the operating state, 31e
Respectively to the drain port 31g and the circuit 36.

The shift valve output ports 31d and 31e are respectively connected to the sub-planetary gear transmission mechanism 4 via one-way orifices 37 and 38 (see FIG. 3).
Direct clutch D / C and reduction brake R
Connect to D / B and port 43a of timing valve 43
Connect to 43b.

The direct clutch D / C is further connected to the accumulator 39 and the port 43c of the timing valve 43, which consists of a stepped piston 39a and a spring 39b so that the accumulator functions similarly to the accumulator in the main shift control hydraulic circuit 20. The accumulator pressure P _A is supplied.

Accumulator 44 for reduction brake RD / B
And the port 43d of the timing valve 43. Here, an orifice 45 having a diameter larger than the one-way orifice 38 is provided between the reduction brake RD / B and the port 43d.

The gear shift control hydraulic circuit of the above embodiment operates as follows.

That is, the shift solenoid C is turned off and the drain port 3
When 5a is opened and the shift valve 31 is deactivated, the output ports 31d and 31e communicate with the circuit 36 and the drain port 31f, respectively, and the direct clutch D / C is activated by the hydraulic pressure P _{D / C} and the reduction brake RD / B. Is deactivated and the sub-planetary gear speed change mechanism 4 is decelerated. In this decelerated state,
Shift solenoid A in the main shift control hydraulic circuit 20,
As described above, depending on the ON / OFF state of B, the main planetary gear speed change mechanism 3
When 1st speed, 2nd speed or 3rd speed is selected, the automatic transmission can obtain 1st speed, 2nd speed or 3rd speed as shown in the above table.

Then, closing the drain port 35a is turned ON to shift solenoid C, and the shift valve 31 to the operating state by the pilot pressure P _P in the chamber 31c, an output port 31d, 31e are led to each drain port 31g and the circuit 36, Reduction brake RD /
B is operated by the hydraulic pressure P _{RD / B and the} direct clutch D / C is deactivated to bring the sub-planetary gear transmission mechanism 4 into a directly connected state. In this direct connection state, when the main planetary gear speed change mechanism 3 is set to the third speed or the fourth speed selection state by turning ON / OFF the shift solenoids A and B in the main speed change control hydraulic circuit 20, the automatic transmission is as shown in Table 1 above. As shown, the fourth speed (direct connection) or the fifth speed (overdrive) can be obtained.

The following table shows the first to fifth speeds obtained by the above operation and the combinations of ON and OFF of the shift solenoids A, B, C.

Here, the timing valve 43 performs timing control for preventing shift shock at the time of the 4 → 3 shift. That is, in the fourth speed state where the reduction brake RD / B is OFF and the direct clutch D / C is ON, the three range pressure P _III generated when the manual valve selects three ranges causes the timing valve ports 43c to 43a. Between 4
There is communication between 3d and 43b. As a result, the line pressure introducing circuit 36 is connected to the output port 31e of the shift valve and the pole 4 of the timing valve.
3b, 43d and orifice 45 to reduction brake RD / B, turn on reduction brake RD / B, and direct clutch D / C to ports 43c and 43a, shift valve port 31d to drain port 31g. It is turned off, and therefore the third speed is changed. Since the OFF-ON operation speed of the reduction brake RD / B is set to be slower than the operation speed of the direct clutch D / C due to the orifice 45, a desired gear shift shock prevention function can be realized. .

Further, when the shift solenoid C is turned on, the shift valve 31 is activated and the sub-planetary gear speed change mechanism 4 is decelerated, and the main planetary speed change hydraulic circuit 20 causes the main planetary gear speed change mechanism 3 to operate.
Is set to the reverse gear selection state, the automatic transmission can obtain the reverse gear as shown in Table 1 above.

Next, the shift solenoid A in the main shift control hydraulic circuit 20,
B and shift solenoid C in the auxiliary shift control hydraulic circuit 30
An electronically controlled system will be described with reference to FIG.

This system includes a controller 40 that can be a microcomputer, and includes a signal from a throttle sensor 41 that detects an engine throttle opening TH, a signal from a vehicle speed sensor 42 that detects a vehicle speed V, and a first speed engine brake switch. The signal S from the 46 and the signal R from the range sensor 46 as the two-range detecting means are input, and the signal SS from the 5th speed inhibition switch 47 is appropriately input so that it can be used in the embodiments described later. In addition, here, 1st speed engine brake switch 46
Is a spring return type, and the fifth speed inhibition switch 47 is a self-holding type.

The controller 40 executes the control programs shown in FIGS. 4 to 6 based on these input information to turn ON / OFF the shift solenoids A and B in the main shift control hydraulic circuit 20 and the shift solenoid C in the auxiliary shift control hydraulic circuit 30. Then, the shift control of the automatic transmission is performed as follows.

FIG. 4 shows the basic concept of prohibiting the engine braking state in the vehicle speed range where the engine overspeeds when the first speed engine braking is selected. The engine braking control according to the present invention shown in FIGS. Assumption. That is, in FIG. 4, first, at step 60, the vehicle speed V, the throttle opening TH, and the first speed engine brake switch 46 are set.
Read the ON signal S. In the next step 61, the ON / OFF state of the first speed engine brake switch 46 is determined based on the signal S, and if it is determined to be OFF, or if it is determined to be ON, the vehicle speed V indicates engine over-rotation in step 62. When it is determined that the vehicle speed is equal to or higher than the predetermined vehicle speed V ₀ , the step
At 63, normal shift processing is performed. That is, the shift speed most suitable for the current driving state, which is known from the combination of the vehicle speed V and the throttle opening TH, is determined based on the predetermined shift pattern, and the normal shift processing for achieving this is performed. If it is determined in step 62 that the vehicle speed V is lower than the predetermined value V ₀ and the vehicle speed is within the range where engine over-rotation does not occur, the shift solenoids A, B and C are switched from OFF to ON in step 64,
Get the 1st speed engine braking status.

In addition, as shown by the dotted line in FIG.
If the engine is additionally installed, it becomes possible to select the engine brake as the 4th speed engine brake as the highest speed engine brake, as shown in the table below.
The effect that the engine brake can be selected is obtained in all of the 5th speed.

Referring to FIG. 5, in the first embodiment of the present invention, first, in step 70, it is judged whether or not the two ranges of the manual valve are manually selected.
Judgment of the status of the speed engine brake switch
If it is ON, the gear position is determined to be the first speed engine brake range in step 72, and the process proceeds to step 73. In this case, in step 73, the vehicle speed is determined as described above with reference to FIG. 4, and if the vehicle speed condition V <V ₀ that does not cause the engine to overrotate is satisfied, the first speed engine braking state can be obtained.

If 2 ranges are not selected in step 70, it is determined to be 3, 4 or D range in step 74,
Based on this, in the next step 73, normal shift processing for each selected range is performed. Similarly, switch 46 is turned off in step 71.
If it is determined that the switch has been released, for example, it is determined in step 75 that the shift stage is in the 2 range, and based on that, the normal shift process corresponding to the 2 range is performed in the next step 73.

In this embodiment, without increasing the number of ports of the manual valve, that is, with the same number of ports as the number of ports of the manual valve in the three-speed or four-speed automatic transmission, the first speed engine brake of the five-speed automatic transmission. The state can be obtained as described above, and the same short manual valve used in the manual valve of a three-speed or four-speed automatic transmission can be combined. Therefore, the first-speed engine braking state of the 5-speed automatic transmission can be achieved without impairing the compatibility of the manual valve, the vehicle mountability, and the operability.

If the manual valve is not in the second speed engine braking range, that is, if the automatic transmission is not in the second speed engine braking state, the first speed engine braking switch 46 may be turned on to bring the first speed engine braking state. Therefore, it is possible to eliminate the adverse effects of suddenly applying a large engine brake and damaging the engine due to excessive rotation without suddenly entering the first-speed engine braking state from the third or higher speed.

In the second embodiment of FIG. 6, first, in step 80, the flag A is set.
= 1 and B = 0 are set. In the next step 81, it is judged whether or not the two ranges of the manual valve are manually selected. If not selected (in the case of 3, 4, D range), the first speed engine brake switch is selected in step 82. If the switch is turned off, step 83
Then, the flag A is set to A = 0, it is determined in the next step 84 that the shift speed is in the 3, 4 and D ranges, the normal shift processing is performed in the next step 85, and then the processing is returned to step 81. 2 here
When the range is manually selected, it is determined in the next step 86 whether or not the flag A is A = 1, and since A = 0 is set in the above step 83, the processing advances to step 87, where Determine the switch status again. If the switch is ON at this time, it is determined at step 88 whether the flag B is B = 1. Here, in step 80 described above, flag B is set.
Has been set to B = 0, the process proceeds to step 89 and sets the flag B to B = 1. In the next step 90, it is determined whether or not the second range is currently selected. If it is selected, the step 91 determines that the gear position is the first speed engine brake range, and the next step 85 is the third implementation. The first speed engine braking range can be obtained in the same manner as the example.

On the other hand, if the switch is OFF in step 87, the flag B is set to B = 0 in step 92, and then in step 93, it is determined whether the 3, 4, or D range is currently selected. If the 3, 4, or D range is selected by the switching operation, the shift stage is determined to be the 2 range in step 94, and the normal shift process is performed in step 85. If not selected, that is, if two ranges are held, the two ranges are held in step 95, and the process returns to step 81.

Further, when a range other than the two ranges is manually selected by the switching operation in the step 90, it is determined in step 96 that the shift stage is the two ranges, and the normal shift process is performed in the next step 85, and then the process is step 81. , 86, 87, 88, proceed to step 95 and hold two ranges.

In this way, in this example, after the two ranges of the manual valve are manually selected, the first speed engine brake switch is turned on.
When the signal becomes valid to obtain the 1st speed engine brake range, and when the ON signal of the 1st speed engine brake switch becomes valid and a range other than the 2 ranges of the manual valve is manually selected, the ON signal is invalidated. 1
Since the selection of the high speed engine brake range is canceled and the two ranges are held, the effect of preventing the sudden engine braking such as the 3 → 1 speed shift can be obtained in addition to the effect of the first embodiment.

Further, when the switch is turned on in step 82 described above, that is, the first speed engine brake switch is turned on after the 3, 4 and D ranges are manually selected, flag A is set in step 97.
After A is set to A = 1, the normal shift process of steps 84 and 85 is performed, and the process returns to step 81. When the switching operation to the 2 range is performed here, the flag A is set to A = 0 in step 97 in the next step 86, and therefore the process proceeds to step 98, and it is determined that the shift stage is the 2 range. In the next step 99, the state of the first speed engine brake switch is judged, and if the switch is still ON, step 85
The normal shift processing is performed with. After that, steps 81 and 8
It becomes a loop going to 6, 98, 99, 85, 81 and holds 2 ranges.

If the switch is OFF in step 99, the flag A is set to A = 0 in step 100, and the next step 8
After performing the normal shift process in step 5, the process returns to step 81 and then proceeds to step 86. Where step 10 above
Since A = 0 has been set by 0, the process proceeds from step 86 to step 87. At this time, if the switch is pressed again to turn it on, the process is performed in the same manner as described above in Step 8
Proceeding to 8, 89, 90, 91, 85, you can get the 1st engine brake range.

In this way, when the first speed engine brake switch is operating to switch the manual valve from a range other than 2 to 2 while the ON signal is being generated, the ON signal is invalidated and the 2 range is selected and the switch is turned OFF. O again after
When it is set to N, the ON signal of the switch can be made effective and the first speed engine braking range can be obtained. Therefore, a highly safe engine braking action, for example, 5 → 2 → first speed can be obtained.

(Effect of the Invention) Thus, the engine brake control device according to the present invention is premised on the forward five-speed automatic transmission having the manual valve having the second engine brake range as the lowest engine brake range as described in claim 1. , 2 range detection means for detecting that the manual valve is in the 2nd engine brake range, and 1st speed engine brake switch that is turned on when the 1st speed engine brake is desired are provided. Since the configuration is such that the 1st speed engine brake state is obtained when the 1st speed engine brake switch is detected and the 1st speed engine brake switch is turned on, without increasing the number of ports of the manual valve,
Since it is possible to obtain the first speed engine braking state of the 5-speed automatic transmission, it is possible to use the same short manual valve as used in the manual valve of the 3-speed or 4-speed automatic transmission, and the compatibility of the manual valves. It is possible to achieve the first speed engine braking state of the 5-speed automatic transmission without impairing vehicle mountability and operability.

Also, if the manual valve is not in the 2nd engine brake range, the 1st engine brake state cannot be achieved, and therefore the 1st engine brake state does not suddenly start from the 3rd or higher speed stage, and a suddenly large engine brake is generated. It is possible to solve the problem that the engine operates and the engine is damaged due to excessive rotation.

[Brief description of drawings]

FIG. 1 is a conceptual diagram of an engine brake control device of the present invention, FIG. 2 is a shift control system diagram of a five-speed automatic transmission showing an embodiment of the device of the present invention, and FIG. 3 is a gear for gear shift control by this system. Half-skeleton diagrams of the transmission mechanism, and FIGS. 4 to 6 are flowcharts illustrating a control program of a controller in the system. 1 ... Input shaft 2 ... Output shaft 3 ... Main planetary gear speed change mechanism 4 ... Secondary planetary gear speed change mechanism 5 ... First planetary gear set 6 ... Second planetary gear set 7 ... Third planetary gear set RD / B ... Reduction brake D / C ... Direct clutch 20 ... Main shift control hydraulic circuit 30 ... Sub shift control hydraulic circuit 31 ... Shift valve 35, 51, 52 ... Shift solenoid 37, 38 ... One-way orifice 39 ... Accumulator 40 ... Controller 41 ... Throttle sensor 42 ... Vehicle speed Sensor 43 ... Timing valve 46 ... 1st speed engine brake switch 47 ... 5th speed prohibition switch 48 ... Range sensor (2 range detection means)

Claims (1)

[Scope of utility model registration request] 1. A forward five-speed automatic transmission having a manual valve having a second speed engine brake range as a minimum speed engine braking range, and a two-range detecting means for detecting that the manual valve is in the second speed engine braking range. And a first speed engine brake switch that is turned on when the first speed engine brake is desired. When the second speed engine brake range is detected by the second range detecting means and the first speed engine brake switch is turned on, the first speed engine brake switch is turned on. An engine brake control device for an automatic transmission, which is configured to be in an engine brake state.