JPS61108016A - Method of controlling gear shifting oil during use of cooling device for automatic transmission gear for vehicle - Google Patents

Abstract

PURPOSE:To provide excellent gear shifting without generating excessive impact, by a method wherein, when a gear is shifted during the use of a cooling device, control is effected such that an oil pressure to a frictional engaging element is reduced through correction of a duty rate to feed the oil pressure. CONSTITUTION:When a starting signal for gear shifting from 1-step to 2-step is outputted by an electronic control device 112 to change over a solenoid valve, an initial duty rate d1 responding to the torque of an output shaft during non-use of a cooling device is set from the opening of a throttle valve, detected by a detecting device 138, and a car speed detected by a detecting device 114. When the initial duty rate d1 is set, the compressor switch of the cooling device detected by means of the cooling device and a load detecting device 400. When the switch is turned ON, duty control is made on a solenoid valve 106 by means of a correction duty rate d2 responding to a valve equal to a decrease in the torque of an output shaft, of the initial duty rate d1 to send a correction oil pressure for gear shift.

Description

[Detailed Description of the Invention] <Industrial Application Field> The present invention is directed to a single-use automatic transmission, in which an appropriate full hydraulic pressure is supplied to the frictional engagement element during gear shifting when the air conditioner is in use. <Prior art> Regarding a shift hydraulic pressure control method that allows gear shifting to always be performed in a good condition regardless of a decrease in engine torque in By selecting all the rotating elements such as arbitrary rotating drums and gears, P gear ratio switching (shifting) is automatically performed according to the vehicle driving condition, which protects the equipment and provides a comfortable ride. For maintenance purposes, pressure oil is gradually supplied to the frictional engagement elements according to predetermined characteristics.

An example of a conventional general single-wheel automatic transmission will be described with reference to FIG. 4 showing its schematic structure. The crankshaft 4 of the engine 2, which is the power source of the vehicle, is directly connected to the pump 8 of the torque converter 6. ing. The torque converter 6 is connected to a pump 8. Turbine 10. Stator 12. It has a one-way clutch 14 with a 12-piece stator.
The one-way clamp allows the stator 12 to rotate in the same direction as the crankshaft 4, but is not allowed to rotate in the opposite direction.

The torque transmitted to the turbine 10 is transmitted by the input shaft 20 to a gear transmission 22 disposed at the rear thereof that achieves four forward speeds and one reverse speed.

The transmission 22 includes three sets of clutches 24, 26, 28.
It is composed of two sets of brakes 30, 32, one set of one-way clutches 34, and one set of Ravigneau type planetary gear mechanism 36. The play gear mechanism 36 has a ring gear 38. C
7-ring pinion gear 40. Short pinion gear 42.
Front sun gear 44. Rear sun gear 469, both pinion gears 40.42t, consisting of a carrier 48 that is rotatably supported and also rotatable.
is connected to the output shaft 50, the front sun gear 44 is connected to the input shaft 20 via the kickdown drum 52 and 70 clutch 24, the rear sun gear 46 is connected to the input shaft 20 via the rear clutch 26, and the carrier 48 is 4, which is connected to the case 16 via a low reverse brake 32 and a one-way clutch 34, which are arranged in parallel with each other, and which is arranged at the rear end of the transmission 22.
It is connected to the input shaft 20 via a speed clutch 28.

The kickdown drum 52 can be fixedly connected to the case 16 by a kickdown brake 30. The torque passing through the planetary gear mechanism 36 is transmitted to the output shaft 5
The output is transmitted from the output gear 60 fixed at zero to the driven gear 64 via the shear idle gear 62, and further to the transfer shaft 66 fixed to the driven gear 64 and the helical gear 6.
8 to a differential gear unit 72 connected to a drive shaft 70 of the drive wheels.

Each of the above-mentioned clutches and brakes, which are frictional engagement elements, is composed of a frictional engagement device equipped with a retaining piston device or a servo device, etc., and is connected to the pump 8 of the torque converter 6, so that the engine 2 It is operated by hydraulic pressure generated by a driven oil pump 74 shown in FIG. The hydraulic pressure is selectively supplied to each clutch and brake by a hydraulic control device, which will be described later, depending on the operating state detected by various operating state detection devices.
Depending on the combination of each clutch and brake operation!
As shown in Table 1, four forward speeds and one reverse speed are achieved. In the same table, the ○ marks indicate the engaged state of each clutch or brake, and the * marks indicate that the one-way clutch 32 is engaged immediately before the low reverse brake 32 is engaged during gear shifting.
This shows that the rotation of the carrier 48 is stopped by the action of .

Next, an electro-hydraulic control device for achieving the gears shown in Table 1 in the gear transmission 22 shown in FIG. 4 will be described.

The hydraulic control device shown in FIG. 5 includes an oil sump 76, an oil filter 78. The oil discharged from the oil pump 74 through the oil passage 80 is supplied to the torque converter 6 and each clutch 24 , 26 of the transmission 22 .

28, which operates the piston device or servo device of the brake 30.32, controls the hydraulic pressure supplied to each hydraulic chamber according to the operating state, and is mainly operated by the pressure regulating valve 82. Torque converter control valve 84° pressure reducing valve 861 manual valve 88. Shift control valve 90° Rear clutch control valve 92. N-R control valve 9
Hydraulic control valve 96 during 4° gear shift. N-D control valve 98°1-
2-speed shift valve 100. 2-3 speed and 4-3 speed shift valve 1
02.The components include a 4-speed clutch control valve 104 and three solenoid valves 106, 108, and 110, and each element is connected by an oil passage.And among these components, one for changing the gear ratio is used. Each friction engagement element 24, 26
Shift control valve 90. 1-2 speed shift valve 100. 2-3 speed and 4-3 speed shift valve 102, 4 speed clutch control valve 104.
The hydraulic control valve 96°N-R control valve 94 and the solenoid valve 106 are controlled by an electronic control device 112.

Table 1 The above-mentioned solenoid valves 106, 108, and 110 each have the same structure, and are of the non-energized type that controls opening and closing of each orifice 114, 116, and 118 based on electrical signals from an electronic control device 112. Solenoid valves 120, 122, 124 . Valve bodies 126, 128, 130 are disposed within the lens to open and close the respective orifices 114, 116, 118, and springs 132, 134, and 136t bias the valve bodies in the closing direction.

The electronic control device 112 has a built-in driving state determining device that detects the driving state of the vehicle and determines the combination of opening and closing of the solenoid valves 108 and 110, a shift detecting device that detects the start of a shift, and performs duty control. Solenoid valve 10
6 operation.

The hydraulic pressure is controlled by stopping the solenoid valve 106 and changing the valve opening time by controlling the single pulse current width of the 50 Hz pulse current supplied to the solenoid valve 106.
The input elements include an engine load detection device 138 that detects the throttle valve opening (not shown) of the engine 2 or the total negative pressure of the intake manifold, and a rotation speed detection device 140 of the engine 2, as shown in FIG. A rotational speed detection device 142 for the kickdown drum 52 shown in FIG. device 146, select lever selection position detection device 148, and auxiliary switch selection position detection device 1
It consists of 50 mag.

Pressure oil discharged from the oil pump 74 flows through the oil passage 160.
The pressure regulating valve 829 is led to the manual valve 88° and the pressure reducing valve 86 via e.

Manual valve 88, equipped with 4 positions: N, R, P], 0
When the position is reached, the oil passage 160 is connected to the oil passages 172 and 174, and as shown in Table 2, the O of the solenoid valves 108 and 110 is
According to the combination of N and OFF, the gear transmission 22
to achieve the forward operating state of 1st speed to 4th speed, and when the N position is reached, the oil passage 160 is communicated only with the oil passage 174, and the oil passage 17
2 is communicated with the oil drain port 176 to cause the gear transmission 22 to achieve a neutral state, and when the 8th position is reached, the oil passage 160 is communicated with the oil passages 178 and 180 to cause the gear transmission 22 to enter the reverse operating state (shift stage). ), and when the manual valve 88 reaches the 2nd position, all oil passages communicating with the manual valve 88 are communicated with the oil drain port 176 or the oil drain passage 182, thereby bringing the gear transmission 22 into a substantially neutral state.

The pressure regulating valve 82 in Table 2 has a pressure receiving surface 184 and a spring 190 and a spring 190, and when hydraulic pressure from the oil passage 160 acts on the pressure receiving surface 184 via the oil passage 174, the oil pressure in the oil passage 160 is adjusted to a predetermined level. constant pressure (hereinafter referred to as line pressure)
When the oil pressure from the oil passage 160 acts on the pressure receiving surface 186 via the oil passage 178i, the oil pressure in the oil passage 160 is regulated to a predetermined value.

The torque converter control valve 84 has a spool 192 and a spool ring 194t, and has an oil passage 196 from the pressure regulating valve 82. '
The pressure oil guided through the spool 192 is controlled to a predetermined value by the balance between the hydraulic pressure acting on the right end pressure receiving surface of the spool 192 and the biasing force of the spring 194 through the oil passage 198''f formed in the spool 192. The pressure is regulated and supplied to the torque converter 6 via the oil passage 200.The oil discharged from the torque converter 6 is supplied to each lubricating section of the transmission via an oil cooler 2202.

The pressure reducing valve 86 is connected to the spool 204 and the spring 206't.
- has a pressure receiving surface 2 formed opposite to the spool 204;
Hydraulic pressure and spring 206 due to area difference of 08.210
The oil pressure from the oil passage 160 is adjusted to be reduced to a predetermined value by balancing with the urging force of the oil passage 160 and supplied to the oil passage 212. The pressure regulating oil (before pressure reduction) is guided to the oil passage 212 and passes through the orifice 214 to the N-R control valve 94. Hydraulic control valve 96
and reaches the orifice 114' of the solenoid valve 106.

The N-R control valve 94 has a spool 222 and a spring 224 in which pressure receiving surfaces 216, 218° 220 are formed, and hydraulic pressure acting on the pressure receiving surface 216 and pressure receiving surfaces 218, 22.
The oil pressure in the oil passage 226 is regulated to a predetermined value by the balance between the oil pressure due to the area difference between 0 and the resultant force of the biasing force of the spring 224. .

232 is formed on the spool 234 and the spring 23
6, the hydraulic pressure acting on the pressure receiving surface 228 and the pressure receiving surface 23
Hydraulic pressure and spring 23 due to area difference between 0.232
The oil pressure in the oil passage 238 is regulated to a predetermined value by the balance with the resultant force of the urging forces 6 and 6.

The adjusted hydraulic pressure led to the oil passage 226 is used to control the low reverse brake 32 when obtaining the reverse gear, and the adjusted oil pressure led to the oil passage 238 is used to control the forward movement or stop of the vehicle. In the condition, the front clutch 24
．． Rear clutch 26. Kickdown brake 30. It controls the low reverse brake 32.

The solenoid valve 106 is duty-controlled by the electronic control unit 112 using a constant frequency pulse current of 50 Hz, the pulse width of which is changed according to the operating state, and the opening/closing time of the georifice 114 can be controlled by changing the pulse width. The oil pressure in the oil passage 212 on the downstream side of the orifice 214, that is, the oil pressure acting on the pressure receiving surface 216 of the N-R control valve 94 and the pressure receiving surface 228 of the hydraulic control valve 96, is controlled by changing the ratio. According to this oil pressure change, the oil pressure supplied to each frictional engagement element is adjusted. The above oil pressure is regulated based on the relationship between the diameter of the orifice 214 and the diameter of the orifice 114, and the adjusted oil pressure (hydraulic pressure in the oil path 180 or 172) generated in the oil passages 226 and 238 accordingly is as follows. It increases and decreases proportionally in response to increases and decreases in the oil pressure.

The operation start timing and operation period of the solenoid valve 106 are determined by the engine load detection device 138, each rotation speed sensor 140, 142, 144, and the electronic control device 112.
This is determined by the electronic control unit 112 in response to an electrical signal from a shift detection device that detects the start of a shift, etc. built into the.

The shift control valve 90 is controlled by opening and closing the solenoid valves 108 and 110, and includes three spools 240, 242, 244 and two stoppers 42.
46.248'fr, spool 240 has land 2
50.252, an oil passage 258 is provided that communicates the annular groove 254 and the intervening groove 254 with the oil chamber 256 on the left side of the land 250, and the spool 242 has a land 260° 262, an annular groove 264, and each oil passage having different diameters. Suppressing portions 266 and 268 are provided that abut against the spool 240° 244, and the spool 2
44 is provided with an oil passage 278 that fully communicates with the lands 270, 272° annular groove 274, the intermediate groove 274, and the oil chamber 276 on the right side of the land 272. Further, the stopper 246 is interposed between the spools 240 and 242 and is fixed to the casing, and the stopper 248 is interposed between the spools 242 and 244 and fixed to the casing. The oil passage 172 is always in communication with the oil passage 280 via the annular groove 264, and the oil passage 280 is connected to the orifice 116 via the orifice 7 chair 282.
．． It communicates with the oil M252 on the left side and the overnight room 276 on the right side, and also through the orifice 284 and the orifice 118.
and an oil chamber 286 between the spools 240 and 242.

The rear clutch control valve 92 is connected to land 288 and land 2.
A spool 294 is provided with a land 290 and an annular groove 292 having a diameter smaller than that of the land 290, and three lands 296, 298° 300 and an annular groove 302.3 having the same diameter as the land 290.
A spool 306 provided with 04 and a spring 308
The land 2 is guided to the oil chamber 310 on the left side of FIG.
When the pressing force of the hydraulic pressure acting on the pressure receiving surface of the land 300 becomes larger than the resultant force of the pressing force of the hydraulic pressure acting on the pressure receiving surface of the land 300 led to the oil chamber 312 on the right side of FIG. 5 and the biasing force of the spring 308. Both spools 294 and 306 are switched to the rightmost position in the figure.

Furthermore, when the right end position is reached, hydraulic pressure acts between the lands 290 and 296, so when the hydraulic pressure in the oil chamber 310 is discharged, only the spool 294 moves to the left end, and then the lands 290 and 296 move to the left end.
The pressing force of the hydraulic pressure acting on the left pressure receiving surface of the oil chamber 3 is
The spool 306 moves to the left when the resultant force of the pressing force due to the hydraulic pressure in the spool 12 and the biasing force of the spring 308 becomes smaller.

The N-D control valve 98 includes a school 320 provided with lands 314, 316 and an annular groove 318, and a spring 322.
and a pressure receiving surface 324 . formed on the spool 320 .
The school 320 is selectively switched between the left end position shown in FIG. 4 and the right end position (not shown) depending on the direction of the resultant force of the hydraulic pressure acting on the 328 and the biasing force of the spring 322. - The two-speed shift valve 100 has a spool 330 and a spring 332, and the left end pressure receiving surface 334 of the school 330
The line pressure can be switched between the left end position shown in FIG. 5 and the right end position (not shown) for supplying and discharging line pressure to and from the line pressure. When the line pressure is discharged, it is located at the left end due to the biasing force of the spring 332.

The 2-3 speed and 4-3 speed shift valves 102 and the 4 speed/clutch control valve 104 similarly each have a spool 336.338 and a spring 340.342, with each school 336.
On the left side of 339 is an oil chamber 344.3 to which line pressure is introduced.
46, oil chambers 348, 350 are formed on the right side, and each spool can be selectively switched to the left end position shown in FIG. 5 or to the right end position (not shown). The operation of this will be explained, but since the shift control of an automatic transmission having the same configuration as above is already known (see % Application No. 56-144237, etc.), here,
Taking the 1st->2nd speed shift stage as an example, explanations of other shift stages will be omitted.

First, when the first gear is reached,
Lenoid valves 108, 110. Both are energized, and the manual valve 88 is connected from the oil passage 160.

The line pressure led to the oil passage 172 via the hydraulic control valve 9
6. Oil road 238. N-D control valve 98° oil passage 352. Rear clutch control valve 92. The oil passage 354 leads to the hydraulic chamber of the rear clutch 26, while the oil passage 238 branches off to the 1st-2nd speed shift valve 100. It is led to the hydraulic chamber of the low reverse brake 32 via an oil passage 356, and is connected to the rear clutch 26. Both low reverse brakes 32 are in the engaged state.

When the accelerator is pressed in this state, a shift start signal is sent from the electronic control unit 112 to the renoids 108 and 110, and the energization of the renoids 108 is cut off.
, the renoid valve 110 is maintained in an energized state.

As a result, the spool 240 of the shift control valve 90 moves integrally with the spool 242 to the right in FIG.
40 stops in contact with the stopper 246, and the oil path 1
A line pressure of 72 is applied to the two lands 260 of the spool 242.
, 262 to the oil passage 362, and the line pressure acts on the pressure receiving surface 334 of the 1st-2nd speed shift valve 100 to move the spool 330t to the right end position in FIG. As a result, the line pressure that had been led to the 1st-2nd speed shift valve 100 from the oil passage 238 is supplied to the engagement side hydraulic chamber 366 of the kickdown brake 30 via the oil passage 364 as the initial gear shift oil pressure. As the oil pressure in the chamber 366 gradually increases, the iron 368 moves to the left in FIG. The oil is discharged through the entire oil passage 226 and connected to the low reverse brake 3.
2 is released, and a shift to 2nd speed is achieved.

As mentioned above, a single-use automatic transmission has a frictional engagement element that is actuated by hydraulic pressure, a rotational element that is selected by the operation of this frictional engagement element, and hydraulic pressure is sent depending on the vehicle's running condition. By selecting the supplied frictional engagement elements, the gear ratio is automatically switched between the input shaft to which the rotational power of the engine is input and the output shaft to output the rotational power to the drive wheels.

<Problems to be Solved by the Invention> However, when the air conditioner is used during vehicle operation in the summer, the compressor of the air conditioner operates, and as shown in Fig. 6, the output shaft torque during gear shifting is Although it is lower at the beginning of gear shifting than when the device is not in use (as shown by the broken line in Figure 6), the frictional engagement during gear shifting is determined based on the accelerator opening, engine rotation speed, engine rotation speed, vehicle speed, etc. The hydraulic pressure sent to the element is constant according to the engine torque when the cooling system is not in use. Therefore, if a gear shift is performed when the cooling system is in use and the engine torque decreases, the hydraulic pressure sent to the frictional engagement element is relatively high. When this happens, the frictional engagement elements suddenly connect, causing the shock during gear shifting to become harsh, putting an excessive load on the automatic transmission and engine, and worsening the ride comfort of the vehicle.

The present invention has been made in view of the above circumstances, and provides a method for controlling shift hydraulic pressure that can achieve appropriate hydraulic pressure delivery to frictional engagement elements during shifting, regardless of whether the cooling device is in use or not. An object of the present invention is to realize good gear shifting without causing an excessive shock during gear shifting even when using a cooling device in which the engine torque decreases.

<Self-made means for solving the problem> The shift hydraulic control method for the VC of the present invention that achieves the above object has an input shaft to which the rotational power of the engine is input, and an output shaft to output the rotational power to the drive wheels. , a single-wheel automatic transmission fully equipped with a frictional engagement element that switches the gear ratio between the input shaft and the output shaft by hydraulically operating and selecting an arbitrary rotating element, A cooling device load detection device is provided to detect the use of the cooling device when the device is in use, and when the cooling @ attendant load detection device detects the use of the cooling device, the cooling device is configured to detect the use of the cooling device in accordance with a decrease in torque of the engine due to the use of the cooling device. The present invention is characterized in that the oil pressure is reduced.

<Example> FIG. 1 shows a 70-chart representing one embodiment of the present invention, FIG. The figure shows a graph showing the relationship between the output shaft torque and the speed change time during the method of the present invention + field force speed change. It should be noted that the present invention is implemented in the same manner in each gear stage, so in this embodiment, the gear stage from 1st gear to 2nd gear will be explained, and the explanation of the other gear stages will be omitted.

A flowchart representing this embodiment is shown in FIG.
is stored to control the shift hydraulic pressure according to the present invention.

The present embodiment will be explained along the flowchart of FIG.
10, an initial duty rate di matching the output shaft torque when the air conditioner is not in use is set from the throttle valve opening detected by the detection device 138 and the vehicle speed detected by the detection device 114. Initial duty rate d
When i is set, the cooling device load detection device 400 detects whether the compressor switch of the cooling device is ON or OFF, and if it is OFF, the solenoid valve 106 is duty-controlled according to the initial duty rate d, and the oil passage 212 is The control hydraulic pressure downstream of the orifice 214 is fully adjusted, and the shift hydraulic pressure is sent from the oil passage 172 to the hydraulic chamber 366 of the kickdown brake 30 via the oil passage 238 and the 1st-2nd speed shift valve 100° oil passage 364. On the other hand, when the compressor switch of the air conditioner is ON, a corrected duty rate d2 is set, which is the initial duty rate dl plus a correction value matching the decrease in output shaft torque, and a value higher than this initial duty rate d1 is set. The solenoid valve 106 is duty-controlled by the corrected duty rate d2, and the initial duty rate dl is applied to the hydraulic chamber 366 of the kickdown brake 30 through the same route as above.
In addition to the controlled initial shift hydraulic pressure, a lower correction shift hydraulic pressure is also supplied.

Therefore, even if the air conditioner is used and the output shaft torque is reduced due to the engine torque being reduced due to the operation of the air conditioner's compressor, this is detected by the air conditioner load detection device 400 and the duty rate is determined. Since it is controlled so that the gear shift oil pressure is completely lowered in accordance with the decrease in output shaft torque, as shown in Kira, when changing gears when the air conditioner is in use, the output shaft pressure changes when the air conditioner is in use and when the air conditioner is not in use. The torque fluctuations are approximately equal, and there is no risk of a large impact when changing gears while the air conditioner is in use.

<Effects of the Invention> The present invention includes a cooling device load detection device that detects the use of the cooling device, and corrects the duty rate when changing gears while the cooling device is in use, when the engine torque decreases and the output shaft torque decreases. Since the hydraulic pressure to the frictional engagement element is reduced and the feed is controlled,
Even when the air conditioner is in use, it is possible to achieve good gear shifting without causing excessive impact during gear shifting.

[Brief explanation of drawings]

FIG. 1 is a flowchart representing one embodiment of the present invention, and FIG.
The figure is a schematic configuration diagram showing the electronic control unit of the hydraulic control unit according to an embodiment of the present invention, and FIG.
t L: A graph showing the relationship of the output shaft torque to the shifting time during shifting in the r field. Fig. 4 is a graph showing the relationship of the output shaft torque to the shifting time in an example of the power transmission section of an automatic transmission. It is. In the drawing, 2 is an engine, 20 is an input shaft, 50 is an output shaft, 122 is an electronic control device, 400 is a cooling device load detection device, dl is an initial duty rate, and d2 is a corrected duty rate.

Claims (1)

[Claims] An input shaft to which the rotational power of the engine is input, an output shaft to output the rotational power to the drive wheels, and a speed change between the input shaft and the output shaft by operating hydraulically and selecting an arbitrary rotational element. The automatic transmission for a vehicle is equipped with a frictional engagement element that switches a ratio, and is provided with an air conditioner load detection device that detects the use of the air conditioner when the air conditioner is in use; Shift hydraulic pressure control when using a cooling device of a single automatic transmission, characterized in that when use of the cooling device is detected, the oil pressure is reduced in accordance with a decrease in the torque of the engine due to the use of the cooling device.