JPS59200842A - Electronic control type automatic speed change gear - Google Patents

Abstract

PURPOSE:To lessen speed-changing shocks by supplying the pressure oil of a pilot oil-pressure circuit concurrently to 1-2 shift valve and cutback valve during the 1-2 shift solenoid operation. CONSTITUTION:The first pilot line L1 connected to the port (a) of a manual valve 103 is branched before a 1-2 shift valve 110, and branched first pilot line L1b is connected to the pilot chamber of a cutback valve 115 to work a pressure governing valve 102 toward the decompression diretion during the operation period. The 1-2 shift valve 110 and the cutback valve 115 can thus be operated synchronously during the 1-2 shift-up period. Thus, the pressure of pressure oil to be supplied to the fluid type actuator can be reduced synchronously with the operation of the fluid type actuator and speed-changing shocks can be lessened.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an electronically controlled automatic transmission that electronically controls speed change so that a required gear position can be obtained depending on the driving condition of a traveling vehicle such as an automobile. Regarding machines.

(Prior Art) Automatic transmissions currently in general use are constructed by combining a torque converter and a multi-stage gear type transmission mechanism such as a planetary gear mechanism having shallow gear grooves. For the speed change control fl-1i of such an automatic transmission, a normal hydraulic pressure is used to switch the hydraulic circuit using a mechanical switching valve and an electromagnetic switching valve, thereby controlling the multi-gear type transmission system. 14, the engine power transmission system is switched by appropriately operating the associated friction elements such as brakes and clutches to obtain the required gear position.

'+Ji:+Ji:+Ji:+Ji:+Ji:+When switching the hydraulic circuit with the shift valve, the ``1SHI1 child device detects that the running state of 11t11!111σ has exceeded a predetermined shift line, and the ) Selectively operate the electromagnetic switching valve using signal 3.

It is common to switch the hydraulic circuit and change gears by this.
I].

Regarding such an electronic 11J (as a cup 41 type automatic transmission machine), Japanese Patent Publication No. 155421-1987 states that the line pressure is regulated by a pressure regulator valve. ～Equipped with a renoid valve,
During this 1-2 shift operation, apply pressure to the front brake band to operate the brake band, and
-2 A system has been disclosed in which the outlet oil passage of the shift-lenoid valve is also connected to the pressure reducing chamber of the pressure regulating valve to reduce (cut back) the line pressure.

With such a hydraulic circuit configuration, when the 1st-2nd shift is up, high line pressure is applied directly to the front brake bunt to perform the gearshift, and then the 1st-back is performed, so there is a possibility that the shift shock will become large. be.

(Object of the Invention) Therefore, an object of the present invention is to provide an electronically controlled automatic transmission equipped with a hydraulic control circuit that can reduce shift shock during 1-2 shift up.

(Structure of the Invention) In order to achieve the above object, the present invention provides a torque converter connected to the output shaft of an engine, a speed change gear mechanism connected to the output shaft of the torque converter, and a speed change gear mechanism connected to the output shaft of the torque converter. A speed change switching means for switching a power transmission path of a gear machine groove to perform a speed change operation, a fluid type actuator for operating this speed change switching means, an electromagnetic means for controlling supply of pressure fluid to this fluid type actuator, an engine rotation speed, A rotation speed sensor that detects either the turbine rotation speed or the vehicle speed, an engine load sensor that detects the magnitude of the engine load, and an output signal of the rotation speed sensor and an output signal of the engine load sensor are input. , a control means that compares these output signals with a pre-stored shift line to determine whether or not to perform a shift, and drives and controls the electromagnetic means based on this determination to perform an automatic shift. In the electronically controlled 1-set automatic transmission, a 1-2 shift lens is installed in the pilot hydraulic circuit that supplies pressure oil from the manually operated manual valve to the 1-2 shift valve. In addition to making pressure oil act on the 1-2 shift valve via the circuit, a branch hydraulic circuit branched from this pilot hydraulic circuit is provided, and the hydraulic pressure supplied to the hydraulic actuator by this branch hydraulic circuit is lowered. The basic idea is that by connecting to the pilot chamber of the cutback valve, when the 1-2 shift lens is activated, the pressure oil of the pilot hydraulic circuit is applied to the cutback valve at the same time as the 1-2 shift valve. It is a feature.

(Effects of the Invention) Therefore, according to the present invention, the operation of the 1-2 shift valve and the operation of the cutback valve can be synchronized when the 1-2 shift is up, so that the pressure of the pressure oil supplied to the fluid actuator is can be reduced (cut back) in synchronization with the operation of the fluid actuator, and the effect of reducing shift shock can be obtained.

EXAMPLE Hereinafter, an electronically controlled automatic transmission according to a preferred embodiment of the present invention will be described with reference to the accompanying drawings.

, 1IZ1 is a diagram showing a cross section of a mechanical part and a hydraulic control circuit of an electronically controlled automatic transmission according to an example of an actual gun of the present invention.

automatic transmission @U,) torque converter 107, multi-stage gear transmission mechanism 20, the torque converter 10 and multi-stage gear change Δi
The overlay placed between I and Ikuyoko 20.
It is composed of a planetary gear transmission mechanism 50 for Eve.

1- Lucon bark 10 is connected to a pump 11 . connected to the engine output shaft 1 . +i'j arranged opposite to the pump 11;
Gubin 12. and a stator 13 disposed between the pump 11 and the goobin 12.

A converter output dl 114 is coupled to the goobin 12. A lock-up clutch 15 is provided between the converter output shaft 14 and the pump 11. This lock-up clutch 15 is constantly pushed in the engagement direction by the operating pressure circulating in the Lucon Bark 10, and is brought into the disengaged state by the disengagement hydraulic pressure supplied to the clutch 15 from the outside. χ1, +1.

The multi-stage 14i transmission mechanism 20 has a front planetary gear mechanism 21 and a rear planetary gear mechanism 22.
The sun gear 23 of >21 and the lean gear 24 of the rear planetary gear mechanism 22 are connected by a connecting shaft 25. The input shaft 26 of the multi-stage gear transmission mechanism 20 has a forward rotation direction 27.
to the connecting shaft 25 via the rear gear 28, and the interface f/L/gear 29 of the front planetary gear mechanism 21 via the rear gear 28.
are connected to each other. Concatenation l1il
A front brake 30 is provided between the II 25, that is, the sun gear 23, 24, and the transmission case. The planetary carrier 31 of the front planetary gear mechanism 21 and the internal gear 33 of the rear planetary gear mechanism 22 are connected to an output shaft 34 , and the planetary carrier 3 of the rear planetary gear mechanism 22 is connected to the output shaft 34 .
5 and the transmission case are provided with a rear brake 36 and a one-way clutch 37.

Overdrive river planetary gear transmission Inae 5o.

A planetary carrier 52 that rotatably supports the blanking gear 51 is connected to an output 0IJ14 of the torque converter 1o, and the sun gear 53 is connected to an internal gear 55 via a direct coupling clutch 54. An overdrive brake 56 is provided between the sun gear 53 and the transmission case, and an internal gear 55
is connected to the input shaft 26 of the multi-stage gear transmission mechanism 20.

The multi-stage tooth Jji speed i structure 20 has a front noise (
It has 3 gears and 1 reverse gear, and when the clutches 27, 28 and brakes aO, 131 are operated appropriately, +ll
14, 2 ef in direct connection state,) v - key 56
is engaged and the clutch 54 is released @14°26
Combine the autolive.

The automatic transmission described above includes a hydraulic control circuit as shown in FIG. This hydraulic control circuit Iri has an oil pump 100 driven by the engine output shaft 1, and the pressure of the hydraulic oil discharged from this oil pump 100 into a pressure line 101 is adjusted by a control valve 102 and manually operated. It is guided to manual valve 103. This manual valve 103 includes 1.2. It has shift positions D, N, R, and P, and when the manual valve 103 is in the above-mentioned position communicating with the manual input 101 and manual 103 bow) a, the rear clutch 28 is held in the engaged state. . Port 3 is also connected near the left end of the 1-2 shift valve 110, pushing its spool to the right in the figure. The 1-2 shift valve 11 is connected to the boat a via the first pilot line L, which is further equipped with a throttle O4.
To the right end of 0.

A third pilot line Ls with a throttle 03 is connected to the right end of the 2-3 shift valve 120 via a pilot line 1.2 with a throttle 02, and a third pilot line Ls with a throttle 03 is connected to the 3-4 shift valve 1.
80, respectively. The first, second and third pilot lines L1. Ii2 and +3
to 1-i, respectively. 2nd and 3rd F Ren Line D1. D2 and ])3 are branched, and these 1
゛Renwine J) 1. I) 2°D3g moss, this Fren line D,, I)2. 1-2.2 Opening and closing D3
-8.3-4 SHITON 1/Noid valve 8L1, 8L2. S
L5 is connected and loaded. Each of the above shift 1-lenoid valves S
L1. SL2. When SL3 is excited with the line 101 and bow 1a communicating, each 1-line line I
),,D2. I) close 3, so that WE 1 , f
f'2, W'3 pilot line L1゜I-2,I
- It is designed to increase the pressure inside 3. - The above-mentioned first pilot line L construction is the above-mentioned 1-2 shift l:li
Cutback to branch before 'llo and operate pressure regulating brake r102 in the direction of pressure reduction during operation; f? The branched first pilot line I-+b is connected to the 1-4 pi-chamber 1-115.

For manual pulp, there is a bow (b) leading to the pressure line 101 at position D, and a bow (c) leading to the pressure line 101 at position D. This bow 1-b is also connected to the second lock valve 105 via line 140, and this pressure is applied to the second lock valve 105.
5 Nupu) It acts to push v downward in the figure. Bo) Is c the second lock valve? 1 0 5
VC connection, this pressure is applied to the slab of the valve 105.
It acts to push y upward.

When the spool of the second lock valve 105 is in the upper position ffi, the line 140 and the line 141 communicate with each other, and hydraulic pressure is introduced into the engagement side pressure chamber of the actuator 108 of the front brake 30 to move the 111-way brake 30 in the operating direction. Hold. Further, the bow) c is connected to a 2-3 shift valve 120 via a pressure line 106. In this line 106, the 2-3 shift valve SL2 of the second train line D2 is energized, and the pressure in the second line 72 is increased, and this pressure moves the spool of the 2-3 shift valve 120 to the left. When activated, it communicates with line 107. Line 107 (d. Connected to the release side pressure chamber of the actuator 108 of the front brake 30, and when oil is introduced into the pressure chamber, the actuator 108 is connected to the pressure chamber on the engagement side 1] IJ The front brake 3o is operated in the releasing direction.The pressure in the line 107 is also applied to the actuator 109 of the front clutch 27.

It has a port d leading to the car line 101, and this port d
reaches the 1-2 shift valve 110 via line 112,
Furthermore, it is connected to the actuator 114 of the rear brake 36 via a line 113.

When the 1-2 shift valve 110 and the 2-3 shift valve 120 are energized by a predetermined signal, the 1-2 shift valve 110 and the 2-3 shift valve 120 are activated by a predetermined signal.

The spool is moved to switch the input and output, which activates the specified brake or clutch, each 1-2
．． 2-8 speed change operations are performed.

The hydraulic control circuit also includes a vacuum throttle valve 116 that changes the line pressure from the pressure regulating valve 102 according to the magnitude of the intake negative pressure. A throttle backup valve 117 is provided to assist the throttle valve 116, and the cutback valve 115 is connected to the first drain line D1 from 1 to 2.
The shift-tonlenoid valve SL1 is operated to close, and the pressure in the first pilot line L1 increases, and the pressure increase is transferred to the branch line 1.
When transmitted to the pilot room via the pilot line L1. The spool is moved to the left in the figure, and the throttle pressure given by the throttle valve 116 that responds to the engine's intake negative pressure is applied to the pressure regulating valve 102 from the pressure reducing direction via the line 150, thereby causing the pressure regulating valve 102 to move in the pressure reducing direction. The actuator 108 of the n''l J-side brake 30
Reduce the line pressure acting on the maintenance side pressure chamber.

Furthermore, the hydraulic control circuit of this example has over 1-14'
1 yen Hi brake 56 0. ] 3-4 shift 1 to capture 1
- A valve 130 and an actuator 132 are provided. The maintenance side pressure chamber of the actuator 132 is connected to the pressure line 1.
01, and the brake 56 is pushed in the engagement direction by the pressure of the line 101. This 3-4 shift valve is similar to the 1-2. Line 101 and Twin 122 are cut off, and line 122
is drained. As a result, the hydraulic pressure acting on the release side pressure chamber of the actuator 132 of the brake 56 disappears, and the actuator 134 of the clutch 54 acts to engage the clutch 54 while operating the brake 56 in the engagement direction.

Furthermore, the hydraulic control circuit of this example includes a lock-up control valve 1.
33 is provided, and this lock-up control valve 13,
3 is connected to port a of the manual valve 103 via an inlet L4. From this line L, drain line D1. D2. Similar to D6, an F-len line D4 is branched off, and a lock-up renoite valve SL4 is provided. In the lock-up control valve 133, the lock-up lenoid valve SL is energized and the drain line D4 is closed.

When the pressure in the line L4 increases, the spool connects the lines 123 and 124 to move the lock-up clutch 15 in the releasing direction.

In the above configuration, the operational relationship between each gear stage, lockup, and each lens, and the operational relationship between each gear stage, clutch, and brake are shown in the following table.

Referring to Table 1, Table 2, and No. 21'A, ``Electronic system for controlling the operation of the two-layer hydraulic system FF11 circuit''! 'A1 circuit 20
Explain 0.

'The mixed control 6111 circuit 200 has input/output device 2 (11
, a random access memory 202 (hereinafter referred to as RAM), and a central processing unit 203 (hereinafter referred to as CPU). The two-layer input/output device 1t201 includes a load sensor 207 that detects the engine load from the opening degree of the throttle valve 206 provided in the suction passage 205 of the engine 204 and outputs an fJ load signal; 1
Detect the rotation speed of 1.

An engine speed sensor 208 that outputs an engine speed signal SE, and a Guhin speed sensor 209 that detects the number of rotations of the converter output shaft 14 and outputs a turbine speed signal ST. Motor sensor 2 detects the driving mode such as power, economy, etc. and detects the driving mode signal SM. Sensors that detect the driving state such as 0 are connected, and the above signals etc. are input from these sensors. There is.

The input/output device ff1201 processes the load signal S, the engine rotation speed multiplied by @SE, the turbine rotation speed signal ST, and the motor F signal SM received from the sensor and supplies them to RA and M2O2. The RAM 202 stores these signals S L ,
Along with remembering S E, S T, 'S M.

These signals SL in response to instructions from CP 0203;
So, ST, 8M4 taba and other data to CPU203
supply to. The CPU 203 generates the engine rotational speed signal S according to a program suitable for the shift control of the present invention. Alternatively, the turbine speed signals S and r are selectively shifted to a shift l determined based on the engine speed-engine load characteristic read out according to the load signal SL and the seventh signal SM.
- an upshift line, and a turbine speed - a downshift line determined on the basis of engine load characteristics.

Calculation is performed to determine whether or not to change gears.

The calculation result of CPU 208 is sent to input/output device i/A'2.
1-2 shift valve 110, which is the speed change control valve described with reference to FIG.
Energize the F valve group 211 that operates the 4-shift valve 130 and the lock-up control valve 133! It is given as a signal to control 1ilJ. This solenoid valve group 211 includes 1
-2 shift valve 110.2-3 shift l-valve 120.3-4
7. 'l-valve 13o, lock-up control valve 133 each 7
V/ite valve SL, , Sb2. Sb3 and Sb2 are included.

After that, ``double-layer electrons!'' An example of automatic transmission control by the 131J control circuit 200 will be explained. Electronic control times & 152 o
.

Preferably, the program is implemented in a microcomputer (1), and the program inserted into this multiplex control circuit 200 is executed according to, for example, the flowchart 1 shown in FIG.

FIG. 3 shows an overall flowchart of the speed change control. As can be seen from this figure, the speed change i17+J is first performed from the initialization setting. This initialization setting is executed according to the initialization subroutine s4. This subroutine s and c initialize the ports and necessary counters of each control valve 041 that switches the hydraulic control circuit of the automatic transmission, and set the gear transmission mechanism 2o to 1-speed and the lock-up clutch 15 to release. do. After this.

Initialize the various working areas of the electronic control circuit 200 and complete the execution of the initialize routine.

Next, in step S2, after applying a delay of, for example, 5 Q m sec, the preset quemer value T is
After reading with 3 and subtracting ``1'' from this value.

Read the shift range at manual valve 103 with S. Next, in S5, it is determined whether the read shift range is the 2nd range or not.

When the shift range is 2 range, if you release the lock-up with U, S, L gear transmission 1'f/7
The shift valve is controlled to fix 20 at the second speed.

If the shift range is 2 ranges, it is determined at Id, 87 whether or not it is a lunge. If the shift 1-range is lunge, then the current tooth q (it is determined in step 88 whether the transmission mechanism is in the first gear).

In the case of the first speed, five or more routines are repeated. On the other hand, if it is not in 1st gear, press S to release the lock-up, and then set the shift line corresponding to 1st gear to S. Read it with . Note that this shift line is △, which is determined according to the Yuichibin rotation-engine load characteristics. Next, in S11, the turbine rotation speed (T5p
) is detected, and in S, 2, this Kubin rotation speed is checked against the above-mentioned shift line; if the Kubin rotation speed does not exceed the above-mentioned shift line, it is fixed at 1st gear in S13. ii: In S14, the second speed is first set, and if the above-mentioned conditions are satisfied, the first speed is fixed.

This is to prevent gear shift shock.

Use A to determine whether or not Shifts 1 to 17 are Runji.

Is it 1g1cVl that is not in the microwave? After all, it is 1g1cVl! - Indicates that the range is in the 1) range, and in this case includes a shift up judgment S15.・Up-shift control S1. ~S, 7 is performed. This upshift speed change control; Elr may be the same as the conventional one, so further explanation will be omitted.

As is clear from the above details, the
Now, the first step is to apply pressure oil to the 1-2 shift valve 110.
The pilot line L was branched before the l-2 shift valve 110, and this branched first pilot line L was connected to the pilot chamber of the cutback valve 115.
When the 1-2 shift up, the cutback valve 115 is operated simultaneously with the 1-2 shift valve 110, and the cutback valve 11
5 can operate the pressure regulating valve 102 in the pressure reducing direction, so the line pressure to the actuator 108 provided for the front brake 30 can be reduced almost simultaneously with upshifting, and when 1-2 shift 1-up. This allows the gear shift shock to be effectively alleviated.

[Brief explanation of the drawing]

FIG. 1 shows an embodiment of the present invention.
Figure 2 is a diagram showing the cross section of the mechanical part and hydraulic control circuit of the J-type automatic transmission, and is a diagram showing the "two-layer double-layer control type automatic transmission."
1. Schematic diagram showing the electronic control circuit. FIG. Ll ・First pilot line. SLl,... 1-2 SHIFTON RENOME L ~ VALVE." 11) Branch 1st pilot 1-line, 108
actuator. ] ] L) -] -2 shift valve. 115・Cutback valve. 200...Electronic control circuit.

Claims (1)

[Claims] (1) A torque converter connected to one output shaft of the engine, a speed change gear 114 connected to the output shaft of this torque converter, and a speed change that performs a speed change operation by switching the power transmission path of this speed change gear mechanism. a switching means, a fluid actuator for operating the speed change switching means, and an electromagnetic means for controlling supply of pressure fluid to the fluid actuator;
A rotation speed sensor that detects any one of the engine rotation speed, a rotating machine, and a vehicle speed, an engine load sensor that detects the magnitude of the engine load, and an output signal of the rotation speed sensor and an engine load sensor that detects the Automatic shifting is performed by inputting output signals, comparing these output signals with pre-stored shifting lines, determining whether or not to shift gears, and driving and controlling the electromagnetic means based on this determination. The control means for controlling (nii; The pilot hydraulic circuit is branched, and this branch hydraulic circuit is connected to a pilot chamber of a cutback valve that lowers the hydraulic pressure supplied to the hydraulic actuator. 1-2 Shift-on Lenoid An electronically controlled automatic transmission characterized in that during operation, pressure oil from the pilot hydraulic circuit is simultaneously supplied to a 1-2 shift valve and a cutback valve.