JPH0815853B2 - Automotive automatic transmission - Google Patents

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic transmission of an automobile, and more specifically, when a gear is changed by more than one gear, the change order of the gear is determined by its gear ratio. The present invention relates to an automatic transmission for an automobile that restricts gear shift shock by controlling the order according to size.

(Prior Art) Examples of conventional automatic transmissions for automobiles include pages 238 to 251 of Vol. 9, "Power Transmission Device" (published on November 20, 1980, Sankaido Co., Ltd.) in Automotive Engineering. The ones described in are known. This automatic transmission of an automobile includes a torque converter, a speed change gear mechanism in which components are connected via a hydraulic clutch, and a hydraulic control circuit that selectively supplies hydraulic pressure to a hydraulic clutch of the speed change gear mechanism by a shift valve. , Are provided.

This automatic transmission operates P, R, N,
Shift positions such as D ₄ , D ₃ and 2 are set, and at a forward automatic shift position such as D ₄ or D ₃ , the shift speed is automatically controlled according to a shift schedule determined by the valve opening of the throttle valve and the vehicle speed. The automatic control of the shift speed is performed by selectively opening and closing a plurality of shift valves of the hydraulic control circuit, and the hydraulic clutch is engaged and disengaged according to the combination of the shift valves that are operated to open and close, so that a predetermined shift speed is established. Established.

In such an automatic transmission, when the gear position changes by more than one gear, such as during kickdown, two or more shift valves of the hydraulic control circuit operate in a related manner so that the maximum speed is a transitional state. Alternatively, the lowest shift speed may be set, and shift shock may increase. For example, when changing from the third forward speed to the first forward speed, two or more shift valves change, but it is possible that the fourth forward speed is set during the shift and the third forward speed → the fourth speed → the first speed changes. , There was a case that the shift shock became large and the riding comfort was impaired.

In order to solve such a problem, in Japanese Patent Laid-Open No. 57-146944 and Japanese Patent Publication No. 61-586973, which are the official gazettes, it is determined whether the difference between the target shift speed and the current shift speed is two or more. It has been proposed to provide a means for discriminating whether or not there are two or more steps and to mitigate the shift shock by performing shift control as described below.

(A) Shift up When the throttle opening is equal to or greater than the predetermined value (A1), even if shifting up in two steps, a big shift shock does not occur, but rather a responsive shift can be performed. it can.

When the throttle opening is equal to or smaller than the predetermined value (A1), first, the gear is shifted up to the next higher gear, and the gear is held until the time set by the timer started with this shift, and then the gear is held. Shift up to the last stage. After the intermediate gear is held for a predetermined time by timer control,
Since the gear is shifted to the final stage, it is possible to avoid a large change in the gear ratio all at once, and it is possible to prevent a large gear change shock from occurring.

(B) Shift down When the throttle opening is below a predetermined value (A2) (power off shift down), the engine output does not increase sharply even if the gear ratio changes significantly, but rather the engine braking effect is responsive. Two downshifts are allowed in order to get good results.

When the throttle opening is equal to or greater than the predetermined value (A2) (power-on downshift, that is, kickdown), the gear is downshifted by one step, and until the time set by the timer started accordingly. The gear is maintained and then downshifted to the final gear. After the intermediate gear is held for a predetermined time by the timer control, the gear is shifted to the final gear, so that it is possible to avoid a large change in the gear ratio at once, and to avoid a sudden increase in the engine speed. A large frictional force is prevented from momentarily acting on the frictional element of the frictional engagement device for gear shift control, its durability is secured, and overrun of the engine is avoided.

(C) Intermediate stage holding time, etc. The time for holding the shift stage in the intermediate stage may be different between upshifting and downshifting. Further, the time during which the shift stage is held at the intermediate stage during downshift may be different from each other when the throttle opening is equal to or smaller than the predetermined value (A2) and when it is equal to or larger than the predetermined value (A2). Further, it is described that when the engine load is below a predetermined value during downshifting, the gear may be shifted one step at a predetermined time interval only when the shift range is not changed.

(Problems to be Solved by the Invention) The technique proposed in Japanese Patent Application Laid-Open No. 57-146944 allows automatic shifting of two or more gears depending on the throttle opening. Depending on the situation, as described above, an undesired shift speed may be set as the intermediate shift speed, which may increase the shift shock and impair the riding comfort.

When the throttle opening is a predetermined value (A2) or more and two or more gears are downshifted, changing the gears one gear at a time after a predetermined time prevents the engine speed from rapidly increasing. However, although engine overrun is avoided, since the time held in the intermediate stage is fixed, a slight time delay may occur before switching to the final stage, and the acceleration performance may deteriorate.

Further, whether to shift to the target gear at a time or to shift one gear at a time is first judged according to the size of the throttle opening, and then the content of the gear shift control processing is changed depending on whether the gear shift step is 2 or more. I'm sorry. For this reason, there are 2 steps
There is a problem that a determination means for determining whether or not the above is required and the shift control process becomes complicated.

The present invention has been made to solve such a problem. Regardless of the size of the throttle opening, gear shifting is always performed in the order according to the magnitude of the gear ratio, thereby reducing gear shift shock and performing gear shift control processing. For simplification, 2
When shifting down more than one gear, the time held in the middle gear can be changed based on the throttle opening so that the gear can be shifted to the last gear in a short time when the throttle opening is almost fully opened. It is an object of the present invention to provide an automatic transmission for an automobile that ensures acceleration performance. Another object of the present invention is to provide an automatic transmission for an automobile, which prevents downshifting of the engine after downshifting by allowing downshifting when the engine speed is equal to or lower than a predetermined speed. .

(Means for Solving the Problems) In order to solve the above problems, an automatic transmission for a vehicle according to the present invention is interposed between an engine and a drive wheel, and elements are selectively connected and disconnected by a plurality of clutches. And an automatic transmission for an automobile, comprising: a speed change gear mechanism that establishes a shift speed corresponding to the connected and disconnected elements; and drive means that connects and disconnects a plurality of clutches of the speed change gear mechanism according to a shift schedule. In the case of shift up, the gear shifts up by one gear according to the size of the gear ratio when the time specified by the up timer elapses, and when the time specified by the down timer elapses during the shift down, the gear ratio becomes large or small. When the throttle opening is almost fully opened, the time specified by the down timer is set shorter than when not fully opened. Characterized by being configured to.

In addition, at the time of downshifting, it is checked whether the engine speed is below a preset predetermined speed, and the shiftdown is permitted only when the engine speed is below the predetermined speed. It is characterized in that it is configured to prevent the engine from over rotating.

(Operation) According to the automatic transmission for an automobile of the present invention, since the shift valve is opened / closed so that the gear position changes according to the size of the gear ratio, the change range is changed even when the gear position exceeds one gear. It is possible to reduce shift shock without setting an external gear. Since the gears are always shifted in the order according to the magnitude of the gear ratio regardless of the magnitude of the throttle opening, the shift control process can be simplified.

At the time of shift-up, the gear is shifted up by one step every time defined by the up-timer, so that it is possible to reduce the temporal change rate of the gear ratio and reduce the shift shock.

When shifting down by two or more gears, the time for holding the gear in the middle gear is made different based on the opening of the throttle valve. When the opening of the throttle valve is sufficiently large, the throttle valve is opened. Since it is configured to shift down to the last stage in a shorter time than when the opening degree of is small,
During kickdown operation, the time required to downshift to the final stage is shortened, enabling quick acceleration.

Further, since the downshift is permitted only when the engine speed is equal to or lower than the predetermined speed, it is possible to prevent the engine from overrotating after the downshift.

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

1 to 5 show an automatic transmission for an automobile according to an embodiment of the present invention. FIG. 1 is a skeleton diagram of a power transmission system, FIG. 2 is a hydraulic circuit diagram, FIG. 3 and FIG. FIG. 5 and FIG. 5 are flowcharts.

First, the outline will be described with reference to FIG. 1. The engine (E) is an engine, and the engine (E) has a crankshaft (1), a torque converter (T), a transmission gear mechanism (M), and a differential device (Df). ) Etc. are connected to the left and right drive wheels (W).

As is well known, the torque converter (T) has a pump impeller (2), a turbine runner (4) and a stator (5), and the output of the engine (E) input to the pump impeller (2) is generated by the action of fluid. Output from the turbine runner (4) to the speed change gear mechanism (M). The torque converter (T) is provided with a direct coupling clutch (Cd) between the pump impeller (2) and the turbine runner (4), which is capable of directly coupling the turbine runner (4) and the pump impeller (2). The direct coupling clutch (Cd) is supplied with hydraulic pressure from a hydraulic control circuit described later to directly couple the pump impeller (2) and the turbine runner (4). The details of the torque converter (T), and the details of the speed change gear mechanism (M) and the hydraulic control circuit described below, are set forth in the patent application filed by the applicant of the present application on June 13, 1985. Name; the method for controlling the direct coupling mechanism of the hydraulic power transmission device of the automatic transmission for a vehicle)
The following description will be simplified.

The transmission gear mechanism (M) includes a main shaft (3) connected to a turbine runner (4) of the torque converter (T).
And counter shaft (16) connected to the differential (Df)
Are arranged in parallel with each other, and five gear trains (G ₁ ), (G ₂ ), corresponding to the number of gear stages, are provided between the shafts (3) and (16).
(G _3), are juxtaposed _{(G 4), (Gr)} . Gear train for forward first speed (G ₁₎ includes a first speed clutch (C ₁₎ drive gear (17) coupled to the main shaft (3) through, mesh with the gear (17) counter It has a driven gear (18) connectable to the shaft (16) via a one-way clutch (Co). Similarly, the forward second speed gear train (G ₂ ) includes a drive gear (19) connected to the main shaft (3) via a second speed clutch (C ₂ ), and a counter shaft (16). And a driven gear (20) fixed to the drive gear (19) and meshed with the drive gear (19). The gear train (G ₃ ) for the third forward speed is a drive gear (21) fixed to the main shaft (3). ) And a driven gear (22) that is connected to the counter shaft (16) through the third speed clutch (C ₃ ) and meshes with the drive gear (21), and a gear train for the fourth forward speed ( G ₄₎ is a main shaft (3) to the fourth speed clutch (C ₄₎ through the main shaft (concatenated driven gear 3) (23) and the switching clutch (Cs) via a countershaft (16) And a driven gear (24) which is connected and meshes with the gear (23). Further, the reverse gear train (Gr) includes a drive gear (25) provided integrally with the drive gear (23) of the fourth speed gear train (G ₄ ), and the switching clutch (25) on the counter shaft (16). It consists of a driven gear (26) connected via Cs) and an idle gear (27) that meshes with both gears (25) and (26). Each of the above-mentioned clutches (C ₁ ), (C ₂ ),
(C ₃ ) and (C ₄ ) are connected to a hydraulic control circuit, and are connected / disconnected according to the hydraulic pressure supplied from the hydraulic control circuit. The switching clutch (Cs) is provided in the middle of the driven gear (24) and the idle gear (27) of the fourth speed gear train (G ₄ ) and the clutch (Cs)
The selector gear (S) of (s) is shifted to the left forward position or the right rearward position in FIG. 1 by the servo piston described later to move the driven gear (24) and the idle gear (27) to the counter shaft ( 16) can be selectively linked to. The one-way clutch (Co) transmits only drive torque from the engine (E) to the drive wheels (W), and does not transmit torque in the opposite direction.

This transmission gear mechanism (M) has a selector sleeve (S)
If only the first speed clutch (C ₁ ) is engaged when the vehicle is held at the forward position as shown in FIG. ₁ , the drive gear (17) is connected to the main shaft (3) and the first speed is established. A gear train (G ₁ ) is established, and torque is transmitted from the main shaft (3) to the counter shaft (16) via the gear train (G ₁ ). If the second speed clutch (C ₂ ) is connected while the first speed clutch (C ₁ ) is still connected, the drive gear (19) is connected to the main shaft (3) and the second speed gear train is connected. (G ₂ ) is established, and torque is transmitted from the main shaft (3) to the counter shaft (16) via the gear train (G ₂ ). At this time, the first-speed clutch (C ₁ ) is also engaged, but the first-way clutch (Co) moves
The second speed gear train (G ₂ ) is established instead of the third speed, which is the third speed
The same applies to the fourth speed and the fourth speed. Second speed clutch (C ₂ )
If the 3rd speed clutch (C ₃ ) is engaged and the driven gear (22) is connected to the counter shaft (16) to establish the 3rd speed gear train (G ₃ ), by connecting the clutch fourth speed clutch to release the _{(C 3) (C 4)} ,
The drive gear (23) is connected to the main shaft (3) to establish the fourth speed gear train (G ₄ ). Furthermore, the selector sleeve (S) of the switching clutch (Cs) is moved to the right in FIG.
If only the fourth speed clutch (C ₄ ) is connected, the drive gear (23) is connected to the main shaft (3), the driven gear (24) is connected to the counter shaft (16), and the reverse gear train (Cr ) Is established, and the reverse torque is transmitted from the main shaft (3) to the counter shaft (16) via the gear train (Gr).

The torque transmitted to the counter shaft (16) is transmitted from the output gear (28) provided at the end of the shaft (16) to the large diameter gear (Dg) of the differential device (Df). The gear (Dg)
One end of the speedometer cable (30) is fixed to the gear (29) meshing with the gear (Ds) fixed to the vehicle. The magnet (31a) of the vehicle speed sensor (31) is attached to the other end of the speedometer cable (30). ) Is connected to the speedometer (32), and the speedometer (32) is connected to the gears (Ds), (29).
And it is driven through the cable (30) and displays the vehicle speed. The vehicle speed sensor (31) is the magnet (31a).
And a reed switch (31b) driven by the magnet (31a), and the reed switch (31b) is opened and closed by the magnet (31a) rotating together with the speedometer cable (30). The OFF signal is supplied to the electronic control unit described later.

 FIG. 2 shows a hydraulic control circuit.

In the figure, (P) is the aforementioned hydraulic pump that pressurizes and discharges the hydraulic oil in the reservoir (R), and the hydraulic pump (P) is a regulator valve (Vr), a manual valve (Vm) and a governor valve ( Discharge pressure oil to Vg). The regulator valve (Vr) has a spool (62a) and a port (60b) that is supplied from the pump (P) with pressure oil and a spring (62b).
In response to the elastic force of the torque converter (T), the on / off valve (230) and the timing valve, a portion of the pressure oil supplied from the pump (P) to the ports (60a) and (60b) from the port (60c). The hydraulic pressure supplied to the manual valve (Vm) and the like is supplied to the reservoir (R) from the port (60d) and is supplied to the (210) to regulate the line pressure (Pl). Note that (25
3) is a relief valve installed in the port (60d) of the regulator valve (Vr).

As is well known, in the torque converter (T), the supplied pressure oil flows from the pump impeller (2) through the stator (5) toward the turbine runner (4), and torque is transmitted through the pressure oil. To do. This torque converter (T)
The oil pressure is returned to the reservoir (R) via the pressure maintaining valve (250) and the oil cooler (260). The pressure maintaining valve (250) uses the governor pressure (described later) generated by the governor valve (Vg) at the port (25
0b), the spool (251) responds to the governor pressure and the elastic force of the spring (252) to give resistance proportional to the vehicle speed to the pressure oil from the torque converter (T) flowing into the port (250a). From the port (250c) to the reservoir (R). The pressure maintaining valve (250) functions to reduce the internal pressure of the torque converter (T) at the high vehicle speed position.

Manual valve (Vm), the spool (71) in response to manual operation of the shift lever, the parking position (P), reverse position (R), neutral position (N), automatic shift position of the four forward (D ₄₎ , 6 clutch positions (C ₁ ), (C ₂ ), (C ₃ ) depending on the 6 shift positions of the forward three-speed automatic shift position (D ₃ ) excluding the 4th speed and the fixed position (2) of the 2nd speed , (C ₄ ) and each of the ports (70a) to (7) connected to the servo piston (90), etc.
0n) is selectively opened and closed. For example, when the shift lever is operated to the N position, the manual valve (Vm) moves to the spool (71).
Is at the position shown in the figure and closes the port (70b), and connects all other ports (70a), (70c) to (70n) to the drain port (EX). Therefore, as is clear from the figure, the clutches (C ₁ ), (C ₂ ) and
_{(C 3), (C 4} ) not be pressure oil is introduced into, the clutches _{(C 1) ~ (C 4} ) is placed in the separating state. Also,
For example, when the shift lever is operated to the (D ₄ ) position, the spool (71) moves to the left by one position in the figure, and the servo piston (90), the first throttle valve (Vt) and the pressure reducing valve (27).
The port (170c) connected to 0) and the port (70h) connected to the flow control valve (400) and the non-creep valve (Vc) are connected to the port (70b) connected to the pump (P), and The port (70 that contacted the speed clutch (C ₂ )
g) communicates with the port (70f) communicating with the _second shift valve (V ₂ ), and further with the port (70 k) communicating with the fourth speed clutch (C ₄ ) and the timing valve (210) and the second The ports (70m) and (70n) connected to the shift valve (V ₂ ) are isolated from the port (70i) and communicate with each other. It should be noted that description of the case where the shift lever is operated to another position is omitted.

Servo piston (90) has its ports (90a), (9
0b), (90c), manual valve (Vm) port (70i),
Pressure oil is introduced from (70c) and (70a), and spool (91
a) pressure of the chamber communicating with port (90b), port (90
It is displaced according to the pressure of the chamber communicating with c) and the elastic force of the spring (91b). In this servo piston (90), the right end of the spool (91a) in the figure is the aforementioned switching clutch (Cs).
When the line pressure (Pl) is introduced into the port (90b) through the manual valve (Vm), the selector sleeve (S) is held at the position shown in FIG. The driven gear (24) of the fourth speed gear train (G ₄ ) is connected to the counter shaft (16).

The governor valve (Vg) guides the discharge oil of the pump (P) to the port (80a), regulates the discharge oil to a pressure (governor pressure (Pg)) proportional to the vehicle speed, and then adjusts the pressure from the boat (80b) to the second position. To the shaft valve (V ₂ ), the modulator valve (220) and the pressure maintaining valve (250).

The first throttle valve (Vt) has a second spool (102) connected via a spring (103) to a first spool (101) engaged with a cam (104) interlocking with the throttle valve. Driven by the cam (104) together with the spool (101), the pressure oil supplied from the manual valve (Vm) to the port (100a) is regulated to adjust the valve opening of the throttle valve, that is, the accelerator pedal depression amount. Proportional pressure (throttle pressure (Pt)) is generated at ports (100b) and (100c). The throttle pressure (Pt) generated by the first throttle valve (Vt) is applied to the second accumulator (170), the third accumulator (180) and the fourth accumulator (19).
0), modulator valve (220), on-off valve (230), flow control valve (400), first control valve (160), second control valve (161), third control valve (162) and port. Output to (300e). Also, this first throttle valve (Vt))
Is the port (100d) where the first spool (101) is displaced and communicated with the _second shift valve (V ₂ ) and the drain port (E
X) to change the flow path area to reduce the shock of shifting during kickdown.

Pressure reducing valve (270) port in what is known (270a) to the manual valve pressure oil to and vacuum port (270b) from the first shift valve of the line pressure introduced from (Vm) (Pl) (V ₁₎ Output to.

In the flow control valve (400), the port (400a) is the first shift valve (V ₁ ), the ports (400b) and (400c) are the manual valves (Vm), and the port (400d) is the throttle valve (400). Vt)
And the spool (401) is introduced from the throttle valve (Vt) and the throttle pressure (Pt) and spring (40
2) Adjust the flow rate supplied to the _first shift valve (V ₁ ) in response to the elastic force. This flow control valve (400) is the first
The amount of oil supplied to the shift valve (V ₁ ) of the
Is controlled proportionally to prevent a plurality of clutches from being in the connected state at the same time to reduce the shift shock.

The first shift valve (V ₁ ) is a port (120a) that communicates with the pressure reducing valve (270), and a port (12b) that is in constant communication with the port (120a) and that communicates with the first solenoid valve (140). , Port (120c) opened to the drain (EX) and connected to the second control valve (161), ports (120d) and (120e) connected to the second shift valve (V ₂ ), drain The first solenoid valve (140) has a port (120f) opened to (EX) and connected to the second throttle valve (110) and a port (120g) connected to the flow rate control valve (400). ), The spool (121a) responds to the hydraulic pressure of the ports (120a) and (120b) and the elastic force of the spring (121b), and the ports (120c), (120d), (120e), (120f), (12
0g) communicates selectively. That is, the spool (121
a) is located at the right end in the figure, and the port (120
c), (120d) and ports (120e), (120g) communicate with each other, and at the position where the spool is displaced to the left end in the figure, between ports (120d) (120g) and port (120g)
There is communication between e) and (120f). The first solenoid valve (140) is
The solenoid (140a) is connected to an electronic control unit described later, and when the solenoid (140a) is energized, the valve is opened to open the port (120b) of the first shift valve (V ₁ ) to the drain (EX).

In the second throttle valve (110), the spool (111) engaged with the cam (113) communicating with the throttle valve is driven by the cam (113) and displaced against the elastic force of the spring (112). The passage area between the port (110a) connected to the _first shift valve (V ₁ ) and the drain port (EX) is continuously changed. This second throttle valve (110) adjusts the pressure of the port (120f) of the first shift valve (V ₁ ) to reduce the shift shock when downshifting from the 4th speed to the 3rd speed. To do.

The second shift valve (V ₂ ) includes a port (130a) connected to the governor valve (Vg), a port (130b) connected to the first throttle valve (Vt), and a first shift valve (V ₁ ) Port (130d) connected to port (120d), second solenoid valve (150) connected to port (130d), first shift valve (V ₁ ) connected to port (120e) Port (130e),
Port (130f) connected to the port (70f) of the manual valve (Vm), Port (70m), (70n) of the manual valve (Vm)
Port (130g), port (70a) of the manual valve (Vm), port (130i) opened through the first control valve (160), and third speed clutch It has a port (130h) connected to (C ₃ ), and the spool (131) communicates with the ports (130a) and (130d) and responds to the hydraulic pressure in the room at the right end in the figure and the elastic force of the spring (132). To do. This second shift valve (V ₂ ) has a port (130b) and a port (130h), a port (130c) and a port (130f), and a port (130f) when the spool (131) is in the rightmost position in the drawing. (130g) and drain port (EX)
, And when the spool (131) is at the left end position in the figure, the port (130c) and port (130h),
Port (130f) and port (130k) and port (130e)
And the port (130g). In the second shift valve (V ₂ ), the hydraulic pressure of the ports (130 a) and (130 d), that is, the movement of the spool (131) is controlled by the second solenoid valve (150), and the second solenoid valve (150). When opening the valve,
When the second solenoid valve (150) is closed, the position at the left end in the figure is taken. Incidentally, (133) is a click motion mechanism for selectively limiting the position of the spool (131).

The non-creep valve (Vc) is a port (300a), (300b) connected to the manual valve (Vm), and a third solenoid valve (310).
Port (300c), which was connected to the manual valve (Vm) via
It has a port (300d) connected to the first speed clutch (C ₁ ) and a port (300e) connected in parallel to the check valve and the third control valve (162), and the spool (301) is a port ( It responds to the pressure difference between 300a) and (300e) and the elastic force of the spring (302). The spring (302) is contracted between the bolt (303) fastened by the lock nut (304) and the spool (301), and is changed to the spool (301) by changing the screwing length of the bolt (303). The elastic force applied is adjusted. This non-creep valve (Vc) has a spool (30
1) is located at the bottom of the figure, and the port (300
c) is closed to communicate between the port (300b) and the port (300d), and when the spool (301) is at the upper end position in the figure, the port (300c) is further connected to the drain port (EX). Communicate. The third solenoid valve (310) is a solenoid (310
a) is connected to the electronic control unit and opens when the solenoid (310a) is energized.

The third control valve (162) guides the throttle pressure (Pt) to the port (300e) of the non-creep valve (Vc) when the throttle pressure (Pt) is small, but when the throttle pressure (Pt) is large, the line pressure (Pl) ) Lead.

Timing valve (210) port in communication with the second speed clutch (C ₂₎ (210a), the port that is contacted to the fourth speed clutch (C ₄₎ (210 b), which is contacted to the regulator valve (Vr) The port (210c), the port (210d) connected to the inlet port of the torque converter (T), and the two ports (210e) and (210f) connected to the modulator valve (220).
The spool (211) responds to the elastic force of the spring (212) and the pressure of the ports (210a) and (210b). This timing valve (210) has a position in which the spool (211) moves left in the drawing and moves left in the drawing when the second speed clutch (C ₂ ) or the fourth speed clutch (C ₄ ) is in the engaged state. When the second speed clutch (C ₂ ) or the fourth speed clutch (C ₄ ) is in the released state, the spool (211) moves to the right in the drawing to take the illustrated position at the right end in the drawing. The timing valve (210) communicates between the ports (210c) and (210e) at both the left end and the right end in the figure, but the ports (210c) and (210e) are in the middle of the transition.
Shut off the space between them and connect the port (210f) to the drain port (E
X) isolated from.

The modulator valve (220) is the first throttle valve (V
port (220) from which throttle pressure (Pt) is introduced
a), the port (220b) where the governor pressure (Pg) is introduced from the governor valve (Vg) and the timing valve (210) 2
Has two ports (220c) and (220d), a port (220e) connected to the on / off valve (230) and a port (220f) connected to a direct coupling clutch (Cd), and the spool (221) has a direct coupling clutch (Cd). ) Internal pressure, throttle pressure (Pt) and governor pressure (Pg), and outputs a pressure proportional to the vehicle speed and the valve opening of the throttle valve to the on / off valve (230).

The on / off valve (230) is connected to the first throttle valve (Vt) and the port (23) where the throttle pressure (Pt) is introduced.
0a), the port connected to the regulator valve (Vr) (230
b), a port (230c) connected to the inlet port of the torque converter (T), a port (230d) connected to the piston pressure chamber of the direct coupling clutch (Cd), and a port (230e connected to the modulator valve (220). ), The spool (231) has throttle pressure (Pt) and spring (232)
Responds to the elastic force of. This on / off valve (230) connects the port (230a) to the drain port (EX) and also directly connects the ports (230b) and (230c) during idle operation of an engine with a small throttle pressure (Pt). The amount of oil supplied to the torque converter (T) is increased while releasing the clutch (Cd).

The direct coupling clutch (Cd) is controlled by the fourth solenoid valve (240) whose piston pressure chamber is in communication with the fourth solenoid valve (240). The fourth solenoid valve (240) has a solenoid (2
40a) is connected to the electronic control unit and solenoid (240a)
When is energized and excited, the port (241) connected to the direct coupling clutch (Cd) is opened to the drain port (EX) to shift the direct coupling clutch (Cd) to the release state side.

The second speed clutch (C ₂ ) is connected in parallel with the second accumulator (170), and the third speed clutch (C ₃ ) is connected in parallel with the third accumulator (180) and the first control valve (160). Also, the fourth speed clutch (C ₄ ) is connected in parallel with the fourth accumulator (190) and the second control valve (161).
0), (180), and (190) reduce shift shock, and the first control valve (160) and the second control valve (161) determine the characteristics when the clutch is released. In addition, in FIG. 2, (CH) represents a diaphragm.

(800) is an electronic control device equipped with a one-chip microcomputer, etc. This electronic control device (800) includes the vehicle speed sensor (31) for detecting the vehicle speed and the accelerator sensor (for detecting the valve opening of the throttle valve ( 803) and various sensors such as a rotation speed sensor (804) for detecting the rotation speed of the engine (E), as well as the aforementioned solenoid valves (140), (150),
(240), (310), etc. are connected, and the energization control etc. of the solenoid valve are performed based on the output signal of each sensor.

Such a hydraulic control circuit, as shown in the table below,
And solenoids (14) of the second solenoid valves (140), (150)
0a) and (150c) are selectively energized by the electronic control unit (800) to open the valves, and the shift valves (V ₁ ) and (V ₂ ) are opened and closed. Then, the clutches (C ₁ ), (C ₂ ), (C ₃ ), and (C ₄ ) are controlled by these shift valves (V ₁ ) and (V ₂ ), and the first speed of the transmission gear mechanism (M) is controlled. From the 4th speed to the 4th speed is established according to the vehicle speed and the opening degree of the throttle valve.

Next, the operation of this embodiment will be described.

The automatic transmission of this automobile is controlled by the electronic control unit (800) repeatedly executing a series of processes shown in the flowcharts of FIGS. 3, 4, and 5 at a predetermined cycle.

First, when the ignition switch is turned on, initialization (initialization) of the CPU of the electronic control unit (800) such as flag initial value setting is performed in step (P ₁ ). In the next step (P ₂ ), it is determined whether or not the engine (E) is operating by itself, that is, the engine speed (Ne) is a predetermined engine speed (Ne) at which it can be determined that the engine is in an operating state.
o) (for example, 300 [rpm]) is determined, and the engine (E) speed (Ne) is the predetermined speed (Ne).
When the engine (E) is determined to be in operating condition beyond o) proceeds to step (P _3), also, the engine (E)
If the rotation speed (Ne) of is less than the predetermined rotation speed (Neo), the process proceeds to step (P ₄ ).

In step (P _3), it reads the input data from various sensors such as a vehicle speed sensor (31), the input data processing of the storage of the input data in the following step (P _5). Then, in the next step (P ₆ ), the speed ratio (e) of the torque converter (T) is calculated. The speed ratio (e) is obtained as a ratio between the rotation speed of the turbine runner (4) and the rotation speed of the pump impeller (2). In the subsequent step (P ₇ ), non-creep control is performed based on vehicle speed data and the like. In this step (P ₇ ), the current to be supplied to the solenoid (310 a) of the third solenoid valve (310) is determined, and the energization control of the third solenoid valve (310) is performed by the output process of step (P ₁₁ ) described later. To adjust the hydraulic pressure supplied to the first speed clutch (C ₁ ).

In the next step (P ₈ ), the shift control is performed according to the shift lever operation position, and the shift lever is operated to the forward automatic shift positions (D ₃ ) and (D ₄ ), which will be described later.
Shift control as shown in the drawings and FIG. 5 is performed. After this, in the step (P ₉ ), the above-mentioned step (P ₆ )
The capacity of the direct coupling clutch (Cd) is controlled based on the gear ratio (e) and the like calculated in step 3.

On the other hand, in the above step (P ₄ ), the processing for maintaining the shift stage of the automatic transmission at the third forward speed is performed, and the subsequent step (P 4).
_{At step 10} ), the clutch (Cd) is released.

Thereafter, in step (P ₁₁ ), output processing such as energization of the solenoid valve is performed based on the processing results of the above-described steps. Then, after the processing of this step (P ₁₁ ) is completed, the series of processing from step (P ₂ ) is repeatedly executed again.

The shift control in the above step (P ₈ ) is performed by executing the processing shown in the flowchart of FIG. First,
After performing a map search in step (Q ₁ ), the shift schedule retrieved from the map in step (Q ₂ ) is decoded. Based on the shift schedule of the decoding result at the next step (Q ₃₎ and controls the direct-coupled clutch (Cd), performs a shift sequence control in the subsequent step (Q _4).

In the shift order control of the step (Q ₄ ), a series of processes shown in the flowchart of FIG. 5 is performed. First, in step (R ₁ ), it is determined whether or not the current gear stage (S 0) is smaller (low speed) than the map-searched gear stage (S),
Smaller than the current gear position (S0) is retrieved gear position (S) proceeds to step (R _2), the same or greater if steps a gear position to which the current gear position (S0) is searched (S) (R ₈ )
Go to. In step (R ₂ ), the down timer (YT) is reset to set a predetermined time (DaTa 0), and in the subsequent step (R ₃ ), it is determined whether or not the kickdown state is established, that is, the valve opening (TH) of the throttle valve is Determine whether it is fully open (100 [%]). If it is determined in this step (R ₃ ) that the valve opening (TH) is not in the fully open (100 [%]) state, the process proceeds to step (R ₄ ) and the valve opening (TH) is fully opened (100 [%]). %]), The process proceeds to step (R ₇ ). In step (R ₄ ), it is determined whether or not the time-up of the up timer (ZT) is completed (TUP), and if the time-up of the up timer (ZT) is not completed, proceed to step (R ₅ ) to issue an instruction. As the gear (S), the current gear (S
0) is output, and if the time-up of the up timer (ZT) has been completed, the process proceeds to step (R ₆ ) to issue a command (S)
As a shift speed (S0 + 1) one step higher than the current shift speed (S0)
Is output. Then, as described above, the solenoid valves (140) and (150) are energized in the output process of step (P ₁₁ ) based on the commands of these steps (R ₅ ) and (R ₆ ). Therefore, the gear is not shifted up by more than one gear, and is not shifted up unless a predetermined time has elapsed, the time rate of change of the gear ratio is small, and a gear shift shock is generated. Will be reduced. After this step (R ₇ )
In, the up timer (ZT) is reset and a predetermined time (Data 0) is set.

On the other hand, in the step (R ₈ ) described above, the up-timer (ZT) is reset in the same manner as in the step (R ₇ ) described above, and in the subsequent step (R ₉ ), the searched gear position (S) and the current gear position (S) are reset. S0) is the same, and if the searched shift stage (S) and the current shift stage (S0) are the same, the process of step (R ₅ ) described above is performed to find the searched shift stage. (S) and different and the current gear position (S0) proceeds to step (R _10).
In step (R ₁₀ ), it is determined whether or not the down timer (YT) has timed (TUP). If the down timer (YT) has been timed, the process proceeds to step (R ₁₁ ) and the engine ( rotational speed of E) (Ne) is the predetermined rotational speed (Ne1) to determine a smaller or not, also, the current gear position at step counting is described above as long as incomplete down timer (YT) (R ₅₎ (S0)
To maintain. Therefore, if the predetermined time has not elapsed, the current gear stage (S0) is not maintained and the downshift is not performed, and the temporal change rate of the gear ratio becomes small, so that the shift shock can be alleviated.

In step (R ₁₁ ), if it is determined that the engine speed (Ne) of the engine (E) is lower than the predetermined engine speed (Ne 1), the process proceeds to step (R ₁₂ ), and is one speed lower than the current gear stage (S 0). Command the shift speed (S0-1). Therefore, the shift stage is not downshifted beyond one stage, and the shift shock is reduced. If it is determined in step (R ₁₁ ) that the engine (E) rotation speed (Ne) is equal to or higher than the predetermined rotation speed (Ne1), in step (R ₅ ) the current gear (S) is selected.
0) is maintained. Therefore, the downshift does not cause the engine (E) to enter an over-rotation state in which the engine (E) rotates at a rotation speed exceeding the allowable rotation speed. Subsequent steps (R ₁₃ )
Then, as in step (R ₃ ) described above, it is determined whether the valve opening (TH) of the strut valve is fully open (100 [%]). If the valve opening (TH) is fully open, step (R) _14), also, the process proceeds to step (R ₁₅₎ if it is not the valve opening degree (TH) is fully open. In step (R ₁₄ ), the down timer (YT) is reset and the down timer (YT) is reset.
Is set to a predetermined time (Data 1), which is a relatively short time, and in step (R ₁₅ ) the down timer (YT) is reset to set the down timer (YT) to the time (Data 1).
1) Set a longer predetermined time (Data 2). Therefore, when the gear is shifted down by more than one gear at the time of kickdown, the next downshift can be promptly performed, and the deterioration of the motor performance (acceleration performance) can be prevented.

As described above, in the automatic transmission for a vehicle according to this embodiment, when the shift speed changes by more than one shift speed, the shift speed changes according to the order of the gear ratio, so that the shift shock becomes excessive. It is possible to improve the riding comfort, and also
Since the shift to the next shift stage is prohibited until the time corresponding to the throttle valve elapses after one shift, it is possible to reduce the temporal change rate of the gear ratio without deteriorating the dynamic performance of the vehicle during kickdown. It is possible to further reduce the shift shock.

In the above-described embodiment, the hydraulic control circuit has two shift valves. Therefore, it is sufficient to consider only the case where the gear position is continuously changed by two gears from the viewpoint of regulation of the gear shift order. Needless to say, the present invention can be applied to a device having more shift valves.

(Effects of the Invention) As described above, in the automatic transmission for an automobile according to the present invention, the shift valve is opened / closed so that the gear position changes according to the size of the gear ratio, so the gear position changes beyond one gear. Even when the shift is performed, the shift stage outside the change range is not set, and the shift shock can be reduced. Since the gears are always shifted in the order according to the magnitude of the gear ratio regardless of the magnitude of the throttle opening, the shift control process can be simplified.

At the time of shift-up, the gear is shifted up by one step every time defined by the up-timer, so that it is possible to reduce the temporal change rate of the gear ratio and reduce the shift shock.

When shifting down by two or more gears, the time for holding the gear in the middle gear is made different based on the opening of the throttle valve. When the opening of the throttle valve is sufficiently large, the throttle valve is opened. Since it is configured to shift down to the last stage in a shorter time than when the opening degree of is small,
During kickdown operation, the time required to downshift to the final stage is shortened, enabling quick acceleration.

Further, since the downshift is permitted only when the engine speed is equal to or lower than the predetermined speed, it is possible to prevent the engine from becoming overspeed after the downshift.

BRIEF DESCRIPTION OF THE DRAWINGS FIGS. 1 to 5 show an automatic transmission of an automobile according to an embodiment of the present invention, FIG. 1 is a frame diagram of a power transmission system, FIG. 2 is a hydraulic circuit diagram, FIG. 3, FIG. 4 and FIG. 5 are flowcharts. E ...... engine Cd ...... coupled clutch T ...... torque converter M ...... transmission gear mechanism V _1, V ₂ ...... shift valves _{C 1, C 2, C 3} , C 4, C 5 ...... hydraulic clutch 31 ...... Vehicle speed sensor 800 …… Electronic control device 803 …… Accelerator sensor 804 …… Rotation speed sensor

Front Page Continuation (72) Inventor Takashi Aoki 1-4-1 Chuo, Wako-shi, Saitama Stock Company Honda Research Institute (72) Inventor Satoshi Terayama 1-4-1 Chuo, Wako-shi, Saitama Stock Company Inside Honda R & D Co., Ltd. (56) Reference JP-A-57-146944 (JP, A)

Claims (2)

[Claims] 1. A transmission gear mechanism, which is interposed between an engine and a drive wheel, wherein elements are selectively connected and disconnected by a plurality of clutches to establish a shift speed corresponding to the connected and disconnected elements. And an automatic transmission of an automobile equipped with a driving means for connecting and disconnecting a plurality of clutches of the transmission gear mechanism according to a shift schedule, the shift ratio of the gear ratio is changed when a time specified by an up timer elapses during shift up. The gear shifts up one gear in accordance with the magnitude, and when downshifting, the gear shifts down one gear at a time when the time specified by the down timer has elapsed, and the time defined by the down timer is changed to the throttle opening. The automatic transmission of an automobile is characterized in that it is configured to be set shorter when is almost fully opened than when not fully opened. 2. At the time of downshifting, it is checked whether or not the engine speed is equal to or lower than a preset predetermined speed,
The shift down is permitted only when the engine speed is equal to or lower than a predetermined speed to prevent the engine from becoming over-rotated after the downshift. Automatic transmission of a car.