JPS6283534A - Speed change controller for automatic transmission - Google Patents

Abstract

PURPOSE:To prevent the speed change shock by carrying out the power-off and up=shift from the low speed stage to the high speed stage through a speed change stage in which a one-way clutch operates. CONSTITUTION:A speed change control means 03 keeps the speed change stage for a prescribed time, when a power-off signal and an up-shift signal are input, and performs the speed change control for the speed change from the low speed stage to the high speed stage. Therefore, the power-off and up-shift from the low speed stage to the high speed stage is carried out through a speed change stage in which a one-way clutch 01 operates. Therefore, the engine speed is reduced by the operation of the one-way clutch, and the variation of the output shaft torque in the speed change to the high speed stage can be suppressed.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a shift control device for an automatic transmission that performs shift control by controlling the operation of a shift valve.

(Prior Art) As a conventional shift control device for an automatic transmission, for example, "Nissan Automatic Transaxle Maintenance Procedures: '?"
A device such as that described in "F.

This conventional device has four forward speeds and one reverse speed using planetary gears.
This is a type of shift control device that is used in automatic transmissions that have 1 to 2 gears, and operates the shift valve by hydraulic signals (governor pressure, etc.). Schiff) /<Lou 1;'1001.2
-3 shift half 1002.3-4 shift valve 100
3, and the transmission elements include low crank masho/C, high crunch H/C, and band brake 1/-ki B/'B (this band brake B/B is connected to the servo apply pressure chamber S/A of Pantosur fB/S. The hydraulic pressure is supplied to the servo apply pressure chamber S/A and the servo release pressure chamber S/R, and the connection and release are performed due to the difference in pressure receiving area. Oil passage 1004, low clutch pressure oil passage 1005. 2nd speed to 4th speed pressure oil passage 1006. 3rd speed,
4th speed pressure extraction path 1007, high clutch pressure oil path 1008. and a servo release timing valve 1010 for synchronizing the servo release pressure and high clutch pressure when shifting from 2nd to 3rd speed.
is provided.

The oil passage in 1st gear is formed by a D range pressure oil passage 1004 and a low clutch pressure oil passage 1005, and the low clutch and CH L/C are engaged (at the same time, the one-way flanch is mechanically operated).

The oil passage in 2nd gear is formed by adding the 1st oil passage 1006 in 2nd to 4th gears to the oil passage in 1st gear by the operation of the ■-2 shift valve 1001, and the oil passage is formed by adding the 1st oil passage 1006 in 2nd to 4th gears to the oil passage in 1st gear. Brake B/B is engaged.

The oil passages at 3rd gear are the oil passages at 2nd gear, 3rd and 4th speed pressure oil passages 1007, high clutch pressure oil passage 1008, and servo release pressure oil passage 100.
9 is added, the band brake is engaged and released,
The low-franchise L/C and high clutch H/C are engaged.

The oil passage in 4th gear is formed by draining the oil pressure of the low clutch pressure oil passage 1005 and the servo release pressure oil passage 1009 by the operation of the 3-4 shift valve 1003, and the oil passage is formed by draining the oil pressure of the low clutch pressure oil passage 1005 and the servo release pressure oil passage 1009. B is engaged.

(Problem to be Solved by the Invention) However, in such a conventional device, the shift from 2nd speed to 3rd speed is performed directly by the operation of the 2-3 shift valve, and the /hand brake B/ Servo release pressure (release oil pressure) of B (2nd speed engagement element) and high clutch pressure (engagement oil pressure) of high clutch H/C (3rd speed engagement element)
Since the configuration was such that when the accelerator pedal is pressed to turn on the power and upshift, synchronization between the servo release pressure and the high clutch pressure prevents the engine from revving up, which is desirable. When power-off Φ upshifts with the foot off, the engine speed drops suddenly from the time the high clutch H/C starts engaging, and the sudden torque fluctuations in the output shaft torque cause a large shift shock. was there.

By the way, if we look at the engine speed transient characteristics (dotted line NB) and output shaft torque transient characteristics (dotted line Ta) during power-off/amplifier shift (2nd to 3rd speed) using the time chart shown in Figure 7, we can see that the accelerator pedal In region A from the time when you take your foot off the accelerator pedal until the start of the 2nd to 3rd gear shift, the output shaft torque decreases rapidly due to the foot being pressed down on the accelerator pedal, but the band brake + B/B is engaged.
Being at speed yE, there is no drop in engine speed. Then, when entering the 2→3 shift area B, the band brake B/
The engagement and release of H and the engagement of high clutch and L H/C are performed almost simultaneously, and the engine speed is forcibly lowered by the engagement of high clutch H/C, so this sudden drop in engine speed is The output shaft torque is suddenly changed from negative to positive torque. This sudden change in the output shaft torque changes the acceleration in the longitudinal direction of the heavy body in a short period of time, resulting in a shift shock.

(Means for Solving the Problems) The present invention has been made for the purpose of solving the problems described in (1). did.

The solution of the present invention will be explained with reference to the claim conceptual diagram shown in FIG. 1. A shift control system has a plurality of gear stages including a gear stage in which a one-way clutch 01 operates, and performs shift control by controlling the operation of a shift valve 02. In the shift control device for an automatic transmission, the shift control means 03 includes a power-off signal indicating that the foot is released from the accelerator pedal and an upshift signal indicating the time of shifting from a low gear to a high gear. When both are input, the gear shift control in which the one-way clutch O1 is activated during the gear shift is shifted from a low gear to a high gear after a predetermined period of time has elapsed.

(Function) Therefore, as described above, in the shift control device for an automatic transmission of the present invention, a power-off signal indicating that the foot has been removed from the accelerator pedal and a power-up signal indicating when shifting from a low gear to a high gear are transmitted. When both the shift signal and the shift signal are manually input, the one-way clutch is operated during the gear shift, and the gear shift is controlled from a low gear to a high gear after a predetermined period of time has elapsed. Power-off and upshifts are performed via the gear gear where the one-way clutch operates, and the operation of this one-way clutch lowers the engine speed, making it possible to suppress fluctuations in the output shaft torque when shifting to a higher gear. .

(Example) Embodiments of the present invention will now be described in detail with reference to the drawings.

In describing this embodiment, an automatic transmission with four forward speeds and one reverse speed to which the embodiment device is applied will be taken as an example.

First, an overview of the automatic transmission will be explained separately for the power transmission mechanism and the hydraulic control device.

As shown in Fig. 2, the power transmission mechanism includes an engine crankshaft E, a torque converter T/C, a lock amplifier flanch LU/C, an input shaft I, a front planetary gear GL, a first connecting member/<Ml,
Second connecting member M2, rear planetary gear G
2. Outpunt shaft 0. Reverse clutch R/C
, high clutch H/C, low clutch L/C, low & reverse brake L&R/B, band brake B/B, and one-way clutch OWC.

The front planetary gear G1 and the rear planetary gear G2 are single binion type planetary gears, and the front planetary gear G1 is a front sun gear S1,
It is composed of a front internal gear R1, a front pinion gear PI, and a front planetary gear rear PCI, and the rear planetary gear G2 is connected to the rear sun gear s2.
, rear internal gear R2, and rear pinion gear P
2 and a rear planet carrier PC2.

The first connecting member M1 is a member that connects the front internal gear R1 and the rear planet carrier PC2, and the second connecting member M2 connects the front planet carrier PCI through torque transmission by engaging the low clutch L/C. and rear internal gear R2
It is a member that connects the

Said reverse clutch R/C, high clutch H/C, low clutch L/C, low & reverse brake L&R/B
, band brake B/B, and one-way clutch Owc are shift elements for obtaining each gear stage through combined operation, and exhibit the following functions when activated.

The reverse crank R/C connects the input shaft E and the front sun gear Sl.

High clutch) (/C connects input shaft I and front planet carrier Pct.

Low clutch L/C is front planet carrier P
Connect ct and rear internal gear R2.

Low & reverse brake L & R/B, front planet carrier Pct transmission case TMC
Fixed to.

Band brake B/B fixes front sun gear S1 to transmission case TMC.

The one-way clutch OWC corrects the forward rotation (engine rotation direction) of the front planetary gear rear Pct, but does not prevent reverse rotation and fixes the rotation.

The /hand brake B/B is operated by applying control hydraulic pressure to the engagement side of the band servo 17, which will be described later, the one-way clutch OWC is operated mechanically, and the other clutches and brakes are multi-disc. It has a friction clutch structure and is operated by controlled hydraulic pressure.

Next, the operation of the shift elements at each shift position is shown in Table 1 below.

Table 1 The O mark indicates operation. However, in the case of the bunt servo 17, in the D range 3rd speed (drive range 3rd speed) where hydraulic pressure acts on both the engagement side and the release side, the band brake B/B does not operate due to the difference in pressure receiving area.

Next, the hydraulic control device η for controlling the power transmission mechanism L will be explained with reference to the hydraulic circuit diagram shown in FIG.

The great features of this hydraulic control device are that the shift control valve is operated by electronic control rather than hydraulic control, which increases the degree of freedom in shift schedules by +1, and the clutch control valve By introducing electronic control to the clutch timing valve and clutch timing valve,
The number of valves is reduced to reduce shift shock.

The hydraulic control device includes an oil pump 7' as shown in FIG.
O/P, pressure regulator valve 1, manual valve 2, throttle/help 3, detent & failsafe valve 4, kickdown modulator valve 5
, pressure modifier/S-lube 6, cutback valve 7, backup valve 8. Pyronto Pulve 9
, l-2 shift/help 10.2-3 shift valve 11
．． 3-4 Shift valve 12.1-2 Solenoid valve 1
3.2-3 solenoid valve 14.3-4 inremate/
Help 15, accumulator no helve 16, hunt servo 17, servo release timing valve 18, low runner accumulator 19, clutch control valve 20. Hi-Cran 4-So E//'ito Valve 2
1. Low crunch timing valve 22, Low crunch solenoid valve 23.4-3 timing/Shun Rev 24
．． 3-2 timing valve 25, cabanapa J rev 26,
Torque converter reculator valve 27, lock amplifier valve 2nd, mouth, quad amplifier solenoid valve 29, ■
It is equipped with a Renn reducing valve 30, and these /movement valves, transmission costs, motors and torque converter T /
C is connected by an oil passage as shown.

Below, the functions of each valve etc. will be explained.

The oil pump O/P uses a vane pump with variable capacity '+', and the oil chamber C/'C of the control cylinder.
is the oil path 701 from the plane regulator valve 1.
The position of the cam ring is controlled so that the pump discharge j- is constant at a predetermined rotary tool 1, eliminating the excess flow area at high rotations.
Efforts are being made to reduce energy consumption.

Pressure regulator valve 1 is oil pump 0/
This valve has the function of adjusting the oil discharged from P to the optimum pressure (line pressure) depending on the driving condition and gear shift position.

The manual valve 2 is a valve that is operated by a select lever provided in the transfer section and has the function of selecting a line pressure delivery boat according to each select position.

Valve operation is performed by moving the spool 202 by operating the select lever, and at the P range position, R range position, N range position, D range position, II range position, ■range position, the port to which line pressure is supplied is are shown in Table 2 below.

Table 2 In addition, line pressure is supplied to the boats marked with ○ in Table 2.
All other boats are connected to the drain boat.

The throttle valve 3 is a valve that has a function of regulating line pressure to a pressure (throttle pressure) according to the throttle opening degree.

The detent & fail-safe valve 4 is linked via an accelerator pedal linkage, etc., and causes changes in throttle opening to act on the throttle valve 3 via a spring 303, and also supplies throttle pressure to the pressure modifier valve 6. This valve has a detent/help function and a fail-safe function that applies the line pressure directly to the pressure modifier valve 6 to maintain the highest line pressure when the accelerator linkage is broken.

The kickdown modulator Noherve 5 is the line pressure.
- This is a valve provided to prevent the throttle pressure from becoming too high by creating a kickdown modulator pressure (the king of throttle pressure) that reduces the intraocular pressure to the set pressure.

The pressure modifier/club 6 is a signal auxiliary valve for the pressure regulator valve 1, and has the function of creating a signal pressure (throttle modifier pressure) to adjust the line pressure to the optimal pressure according to the operating conditions. It's a valve.

The cutback valve 7 is a signal auxiliary valve for the brenchial regulator valve 1, and is in the D range l speed.

II range I speed, I range 1 speed, R range, P range,
This valve has the function of creating signal pressure (cutback pressure) to increase line pressure in the N range.

The backup valve 8 increases the line pressure to increase the engagement force of the band brake B/H when selecting from D range 3rd speed or D range 4th speed to II range 2nd speed or I range 2nd speed and operating the engine brake. This valve has a backup function that increases line pressure to ensure the engine braking effect, and a function that cancels the backup function that increases line pressure when the accelerator pedal is depressed while the engine brake is activated.

The pilot valve 9 includes an l-2 shift valve 10, a 2-3 shift valve 11, a 3-4 shift valve 12, a low clutch timing valve 22, and a high clutch control valve 20, which are operated by a control signal to a solenoid.
This is a valve that has the function of creating valve operating pressure (pilot pressure).

The 1-2 shift valve 10 is a 1-2 solenoid pulp 1
The valve is actuated by a control signal based on an electric signal sent to No. 3, and forms an oil passage corresponding to the shift position of 1st speed and 2nd speed.

2-3 shift valve 11 is 2-3 solenoid valve 1
Valve operation is performed by a control signal by an electric signal to 4, and 2nd speed;! - This is a valve that forms an oil passage according to the 3rd gear shift position.

3-4 shift 8 valve 12 is 3-4 solenoid valve 1
The valve is actuated by a control signal based on an electric signal sent to No. 5, and forms an oil passage corresponding to the shift position of D range 3rd speed = D range 4th speed.

The 1-2 solenoid valve l3, the 2-3 solenoid valve 14, and the 3-4 solenoid valve 15 are valves for switching the shift valves to and 11.12.

In addition, the control signal (O
N signal, OFF signal) are shown in Table 3 below.

Table 3 As you can see in Table 3, there is a disconnection in the electrical system! ! If a failure such as a occurs and all solenoid valves are turned off, the gear will be fixed at the 3rd gear position.

The accumulator valve 16 uses the throttle pressure as a signal pressure, and the accumulator chamber 617 of the band servo 17
A function to reduce the line pressure to the band brake B/B and reduce the shock when the band brake B/B is engaged, and a function to reduce the pressure in the accumulator chamber 419 of the low flank accumulator 19 to alleviate the shock when the low clutch L/C is engaged. It is a valve with

/Hend servo 17 operates band brake B/B (
This device has the function of a hydraulic actuator for tightening and releasing the band servo accumulator 37.

Surho release timing valve 18 is 2nd speed = 3rd speed =
This valve has the function of forming a synchronized oil path between the release side oil path of the /hand servo 17 and the oil path of the high clutch H/C or low clutch L/C during 4-speed shift amplifier and downshift.

The low clutch accumulator 19 is a low clutch L/
This valve has the function of slowing down the rise of operating pressure to C to make gear changes smoother.

The high clutch control valve 20 is operated by an electric control signal sent to the high clutch solenoid valve 21, and controls the rise and fall of the working pressure of the high clutch H/C, the pressure level, and the timing of supplying the working pressure. It has a lot of functions.

The high clutch solenoid valve 21 is a valve that is operated by a control signal from a control unit (not shown).

The low clutch timing valve 22 is operated by a control signal based on an electric signal to the low clutch and chinlenoid valve 23, and is used at the final stage of gear change when shifting from 4th to 3rd speed to engage the low clutch L/C. After a certain period of time, an oil passage is formed that bypasses the orifice, and the drain hole of the clutch piston is securely closed with a drift-on pole.
This valve has the function of adjusting the clutch engagement system and the function of quickly supplying high viscosity oil by bypassing the orifice when selecting from the neutral range to the drive range at low temperatures.

The low clutch solenoid valve 23 is a valve operated by control number 43 from a control unit (not shown).

4-3 Timing valve 24, when downshifting from D range 4th speed to D range 3rd speed, slows down the rise of the low clutch working pressure at low speeds and slows down the fall of the low clutch working pressure at high speeds. This is a valve that has the function of

The 3-2 timing valve 25 has the function of quickly draining the servo release pressure, which is the release pressure of the band servo 17, for low speed cotton when downshifting from 3rd speed to 2nd speed, and slowing down the drain speed when high speed is being used. It is a valve that has.

The governor valve 26 is a valve that is operated by the rotation of the transmission output shaft, and has the function of generating hydraulic pressure (governor pressure) proportional to the vehicle speed.

The torque converter regulator valve 27 is a valve that has the function of preventing the torque converter pressure delivered to the torque converter T/C from becoming too high.

The lock-up valve 28 is a valve that is operated by an electric control signal sent to the lock-up solenoid valve 29, and controls the activation/deactivation of the lock-up clutch LU/C provided in the torque converter T/C. be.

The lock-up solenoid valve 29 is a valve that is operated by a control signal from a control unit (not shown).

■Range reducing valve 30 is used to reduce engine braking shock during range shifting.
This valve has the function of reducing the operating pressure of reverse brake L&R/B.

In the figure, 700 is a line pressure oil path, 701 is a feed/header pressure oil path, 702 is a hat torque converter pressure oil path, and 70 is a feed/header pressure oil path.
3 is a cantback pressure oil path, 704 is a throttle modifier pressure oil path, 705 is a lunge pressure oil path, 706 is a II range pressure oil path, 707 is a D range pressure oil path, 708 is an R range pressure oil path, 709 is a Throttle pressure oil path, 710 is kickdown modulator pressure oil path, 711 is throttle pressure & line pressure oil path, 712 is backup pressure oil path, 713 is 2
Speed to 4th speed pressure oil passage, 714 is 3rd and 4th speed pressure oil passage, 715 is Pyro 7) pressure oil passage, 716 is 2nd speed drain oil passage, 717
718 is an accumulator pressure oil path, 719 is a servo release pressure oil path, and 720 is a branch oil path for 3rd and 4th speeds.

721 is a high clutch pressure oil passage, 722 is a low clutch pressure 1st eight-pass oil passage, 723 is a low clutch, 2nd pressure 2nd/to 4-pass oil passage, 724 is a low clutch, Sochi pressure drain bypass oil passage, and 725 is a gas passage. /Henna pressure oil line.

726 is the lock-up clutch pressure oil path, 727 is the low &
728 is a low and reverse brake pressure oil path, and 729 is a reverse clutch pressure oil path. Also, 800 to 821 are orifices, 900,906
is a shuttle pole, and 901 to 905 and 907 are one-way poles.

Next, the configuration of the apparatus of the first embodiment will be explained with reference to FIG. 4 showing the main parts of the apparatus.

The device of the first embodiment is an example using a shift valve operated by an electric signal from a control unit.
A 1-2 shift valve 10.2-3 shift valve 11.3-4 shift valve 12 is provided as a shift valve, and a 1-2 solenoid valve 13.2-3 solenoid/help 14.3-4 solenoid/ Shun Rev 15
, a band servo 17, a control unit 40, and an input sensor 41.

The 1-2 shift valve 10 has ports 110a to 110h.
The valve hole 110 has a valve hole 110, a spool 210 that has lands 210a, 210b, and 210c corresponding to the valve hole 110 and is movable in the axial direction, and a spring 310 that biases the spool 210 downward in the drawing.

Ports 110a, 110d, and 110e are drain ports. Ports 110b and 110C are connected to range pressure oil passage 705. The port 110f is connected to the second to fourth speed pressure oil passage 713. Port I Log is D
It is connected to the range pressure oil line 707. port 1loh
is connected to a pilot pressure oil passage 715 having an orifice 803.

When a control signal (OF signal) for shifting from 1st speed to 2nd speed is input to the 1-2 solenoid valve 13, the l-2
The solenoid valve 13 is opened and the pilot pressure oil passage 7 is opened.
The pyloft pressure acting on port 1lOh from 15 is drained, and spool 210 is pushed down in the drawing by the spring force of spring 310. this/
Port 1lo, which was in a blocked state due to the operation of the lubricant.
f and ILog communicate, and the D range pressure is delivered to the 2nd to 4th speed pressure oil passages 713.

Also, a control signal (QN signal) to shift from 2nd speed to 1st speed
is input to the 1-2 solenoid valve 13, and the 1-2
Solenoid valve 13 is closed.

Byron [Pressure acts on port 110h and spool 21
Push 0 upwards in the drawing.

The 2-3 shift valve 11 has ports 111a to 111e.
The valve hole 111 has a valve hole 111, a spool 211 that can move in the axial direction by shifting lands 211a and 211b corresponding to the valve hole 111 to the right, and a spring 311 that biases the spool 211 downward in the drawing.

Ports 111a and 111b are drain boats, and an orifice 804 is provided in a second speed drain oil passage 716 connected to port 1llb. port 1llc is 3
and 4th speed pressure oil passage 714. Bo) 111
d is connected to a second to fourth speed pressure oil passage 713 having an orifice 805. Port 1lle is connected to a Byronto pressure oil passage 715 having an orifice 806.

A control signal (OFF signal) for shifting from 2nd speed to 3rd speed,
When the input is applied to the 2-3 solenoid valve 14, the 2-3 solenoid valve 14 opens, and the pilot pressure oil passage 71
The pilot pressure acting on the bow 111e is drained, and the spool 211 is pushed down in the drawing by the spring force of the spring 311. Due to this valve operation, 111c and 1
1id is in communication, and the oil pressure of the 2nd to 4th speed pressure oil passages 713 is 3.
The port 111b and the port 1llc, which were in communication with each other, are cut off.

Also, a control signal (ON signal) to shift from 3rd speed to 2nd speed
is input to the 2-3 solenoid valve 14, ? −
3 solenoid valve 14 is closed, and the pilot pressure acts on the bow file to push the spool 211 upward in the drawing, making the communication and blocking of the ports reverse to the above.

The 3-4 shift valve 12 has ports 112a to 112e.
A spool 212 that has lands 212a and 212b corresponding to the valve hole 112 and is movable in the axial direction, and a spring 312 that urges the spool 212 downward in the drawing are provided.

Ports 112a and 112b are drain ports. Port 112c is connected to low clutch pressure oil passage 717. Port 112d is connected to D range pressure oil passage 707. 11.2e is connected to a pilot pressure oil line 715 having an orifice 807.

The control signal (ON signal) for shifting from 3rd gear to 4th gear is 3
When the input is applied to the -4 solenoid valve 15, the 3-4 solenoid valve 15 closes, and the pilot pressure oil path 715
Pilot pressure acts on the port 112e from the spool 212, and the spool 212 is pushed upward in the drawing against the spring 312.

Due to this valve operation, port 1 which was in communication state
12c and 112d are cut off, and the low clutch pressure oil path 7
Port 112c connected to port 17 communicates with drain port 112b.

Also, when a control signal (OFF signal) for shifting from 4th gear to 3rd gear is input to the 3-4lenoid valve 15,
-4 solenoid valve 15 is opened and port 112e
The pilot pressure acting on the spool 212 is drained, and the spool 212 is pushed downward in the drawing, thereby reversing the communication and blocking of the ports as described above.

■-2 solenoid valve 13, 2-3 solenoid valve 14 and 3-4 solenoid valve 15 are valves having the same configuration, respectively, and valve solenoids 113, 11
4,115, valve member 213, 214, 215, valve seat having ports 313a, 314a, 315a) 313, 314, 315, drain oil passage 413, 4
14,415.

The valve operation is performed when the ON signal among the control signals from the control unit 40 is the valve slide/id 113, 114,
115, the valve members 213, 214, 2
15 is port 3 of valve seat 313, 314, 315
13a, 314a, 3L5& are closed and pilot pressure is delivered to each shift valve.

Also, among the control signals from the control unit 40, the OFF signal is applied to the valve solenoids 113, 114, and 115.
/Help member 213, 214, 215
is separated from the valve seats 313, 314, 315 and delivered to each shift valve 1. The pilot pressure that was being used is drained from the drain oil passages 413, 414, and 415.

The band servo 17 controls the band brake B/'B,
A servo apply pressure chamber S is installed at both ends of the servo piston, which is equipped with a piston nutem that tightens and releases the piston.
/A and servo release pressure chamber S/R are formed, and by supplying hydraulic pressure to servo apply pressure chamber S/A, /hand brake B/B is engaged, and hydraulic pressure is supplied to both chambers S/A and S/R. The supply releases the band brake B/B.

The control unit 40 uses an on-vehicle microcomputer, and includes an input circuit 140, a RAM (random access memory) 240, a ROM (read only memory) 340. CPU (central, processing, unit) 440, clock circuit 540,
An output circuit 640 is provided.

The input circuit 140 receives the input signal from the input sensor 41 as C.
This is a circuit that converts it into a digital signal that can be processed by the PU 440.

The RAM 240 is a memory that can be written to and read from.
Temporary writing of input signals, writing of information during calculations in the CPU 440, and reading from the CPU 440 are performed.

The ROM 340 is a read-only memory, and the CPU 44
Information necessary for arithmetic processing in 0 is stored in advance and read out from the CPU 440 as needed.

The CPU 440 is a central processing unit that performs arithmetic processing on various input information according to predetermined processing conditions.

The clock circuit 540 is a circuit that sets the calculation processing time in the CPU 440.

The output circuit 640 is a circuit that outputs a control signal to the solenoid based on a calculation result signal from the CPU 440.

As the input sensor 41, a throttle opening sensor 141 is used.
, vehicle speed sensor 241. It includes an idle switch 341 and an engine rotation speed sensor 441.

The throttle opening sensor 141 outputs a throttle opening signal (0) corresponding to the throttle opening of the engine (also referred to as accelerator opening).

The vehicle speed sensor 241 outputs a vehicle speed signal (V
) is output, and this vehicle speed signal (V) and the throttle opening signal (θ) are determined by each solenoid valve 13.14.1.
5, it is used as an input signal when outputting a shift command signal.

The shift schedule table is stored in the ROM 340 in advance as a relationship table between vehicle speed and throttle opening, and is looked up each time the CPU 440 performs a shift control process, and the vehicle speed signal (V) at the time of the process is looked up. By comparing the throttle opening signal (0) and the shift schedule table, it is determined whether to output the current control signal or the shift command signal. The third speed shift command signal is used as an upshift detection signal in the shift control of the first embodiment.

The idle switch 341 outputs an idle signal (S), which is an ON signal when the foot is removed from the accelerator pedal and an OFF signal when the accelerator pedal is depressed.
Used as a power-off state detection means.

From the engine rotation speed sensor 441, the engine rotation speed N
An engine speed signal (ne) corresponding to e is output, and 2
It is used as an input sensor for setting the first speed time (according to the timer value T) for the shift control from speed to first speed to third speed according to the vehicle speed V.

Next, the operation of the first embodiment will be explained.

The operation of the first embodiment can be carried out by controlling the control unit 40.
A flow chart diagram showing the flow of control operations for the -2 solenoid valve 13 and the 2-3 solenoid valve 14 (
Figure 6).

The control operation when powering off and upshifting from 2nd gear to 3rd gear after taking your foot off the accelerator pedal is performed in step 200.
0 → Step 2001 → Step 2002 → Step 2
003 → Step 2004 → Step 2005 → Step 2006 → Step 2007 → Step 2008 → Step 2009, and the interrupt routine Step 2007 → Step 2 until the timer value T becomes zero.
008→Step 2'009 is repeated to output an ON signal to the 1-2 solenoid valve 13. Then, when the timer value T becomes zero, the process proceeds from step 209 to step 2010, and the OF
The flow is to output the F signal.

Control operations during upshifts and downshifts other than shifting from 2nd to 3rd gear are performed from step 2000 to step 20.
Proceed to step 01 → step 2002 → step 2010,
An OFF signal is output to the 1-2 lenoid valve 13.

Furthermore, even when shifting from 2nd to 3rd gear, the control operation during power-on upshift when the accelerator pedal is depressed is from step 2000 → step 2001 → step 2002 → step 2003 → step 2004 → step 2010. Then, an OFF signal is output to the 2-3 solenoid valve 14 and the 1-2 solenoid valve 13.

Incidentally, step 2000 is a step of reading input signals necessary for controlling the operation of the 1-2 shift valve 10 and the 2-3 shift valve 11. Step 2001 is a step to prepare a system for starting control operations such as clearing a timer value. Step 2002 is a shift from 2nd speed to 3rd speed based on the speed change command signal.
In this step, it is determined whether or not it is time to upshift to a higher speed. The steerer valve 2003 outputs an OFF signal to the 2-3 solenoid valve 14 at the same time as the shift command signal from 2nd speed to 3rd speed, and operates the 2-3 shift/relevator 11 to the lower position in the drawing, which is the 3rd speed state. It is a step. Step 2004 is a step of determining whether the power is off based on the idle signal (S). step 200
5 is a step in which the timer value T is searched based on the engine speed signal (ne). For example, when a map as shown in FIG. The engine speed N
When e is Neo, To is read out as the timer value T.

Step 2006 is a step of setting the timer value T retrieved in step 2004. Step 2
007 is a step of outputting an ON signal to the 1-2 solenoid valve 13, that is, a signal for operating the 1-2 shift valve 10 to the upper position in the drawing, which is the 1st speed state. Step 2008 is a step in which the timer value T is decremented by a predetermined decrement count number by activating the interrupt routine once, and step 2007 → step 200
The decrement count number is determined according to the interval time of repeated activation of step 8→step 2009. Step 2009 is a step of determining whether or not the timer value T has become zero. For example, if the timer value T has a count number of 50 and a decrement count number of 10, step 2007 → step 2008 → step 2009 When the above is repeated five times, the timer count value T becomes 0, and the process proceeds to the first step 2010, where the output time of the ON signal to the 1-2 lenoid valve 13 is controlled by the count number of the timer value T. Step 201o turns OFF the 1-2 solenoid valve 13.
Signal, 1-2 shift) /< This is a step of outputting a signal to operate the Lube 10 to a lower position in the drawing, which is in the 2nd to 4th speed states.

In this way, in the first embodiment, when powering off and upshifting from 2nd speed to 3rd speed, ■-2 shift valve l
Due to the operation control of O, the shift from 2nd gear to 3rd gear becomes the shift from 2nd gear to 1st gear to 3rd gear with the 1st gear state intervening for a set time t, and the one-way clutch OW is mechanically activated in 1st gear.
C, the engine speed decreases before the high clutch H/C is engaged, so power-off from 2nd to 3rd gear is not possible.
Prevents shift shock when upshifting.

By the way, if we look at the engine speed transient characteristics (solid line N^) and output shaft torque transient characteristics (solid line TA) during power-off and upshift (2nd gear and 3rd gear) using the time chart shown in Figure 7, we find that 2. From speed → 3rd speed shift command until the set time t, the engine speed Ne gradually decreases due to the reverse rotation regulating action by the one-way clutch OWC due to being in the speed ■ state, and then the engine speed Ne gradually decreases. Since the third speed state is reached in which the high clutch H/C is engaged after a while, there is no need to suddenly reduce the engine speed Ne when the high clutch H/C is engaged, which can be seen from the output shaft torque transient characteristic T^. As a result, fluctuations in the output shaft torque that cause shift shock can be suppressed.

Further, in the first embodiment, the set time t is set to the engine rotation speed N
The higher e is, the longer the time is set to prevent the engine speed Ne from decreasing too much or too little when the 3rd gear engagement element, l\Icratching H/C, is engaged. Depending on the difference in the number Ne, shift shock can be reliably prevented.

In addition, in the first embodiment, power-off from 1st gear to 2nd gear
One-way clutch oWC even when upshifting
The first gear, in which the gearbox is activated, remains unchanged for a set time t', and then the gear is shifted to the second gear. Shift control is performed from 1st speed to 1st speed to 2nd speed, and a time chart thereof is shown in FIG.

As can be seen from FIG. 8, by switching the l-2 slide/id valve 13 from the ON signal to the OFF signal at a time delayed by the set time t' from the l speed → 2 speed shift command signal, the l speed → l speed This achieves speed change control from speed to second speed.

Next, a second embodiment shown in FIG. 9 will be described.

This second embodiment is an example in which a control unit 45 having a logic circuit configuration that operates using an electric signal based on an analog signal as an input signal is used as a control unit for speed change control.

Note that the power train of the automatic transmission to which the second embodiment is applied is the same as that of the first embodiment, and the transmission control device is also the same except for the control unit 45, so the same parts are given the same reference numerals and omitted. do.

The control unit 45 includes the speed change command signal generation circuit 1
45, timer circuit 245, AND circuit 345.1-2 solenoid drive circuit 545.2-3 solenoid drive circuit 6
45.3-4 solenoid drive circuit 745 is provided.

The shift command signal generation circuit 145 receives the throttle opening signal (θ) from the throttle opening sensor 141 and the vehicle speed signal (V) from the vehicle speed sensor 241 as input signals, and generates a 1st speed → 2nd speed shift command signal, which is an ON signal. (a), 2nd speed → 3rd speed shift command signal (b).

This circuit outputs the 3rd speed → 4th speed shift command signal (c), etc., and is the same as the first embodiment.

The timer circuit 245 is connected to the speed change command signal generation circuit 145.
As an input signal, the 2nd speed → 3rd speed shift command signal (b) from
When the above signal is input, that is, when it changes from an ON signal (2nd speed) to an OFF signal (3rd speed), the AND circuit 345 is operated for a predetermined time.
A timer output (d) based on the N signal is output.

The AND circuit 345 uses the timer output (d) and the switch signal (s) from the idle switch 341 as input signals, and when both signals are ON signals, the 1-2 solenoid drive signal (e) is in the form of an ON signal. is output.

In other words, when the idle switch 341 outputs an ON signal indicating the power-off state and at the same time outputs the ON signal 2nd speed → 3rd speed shift command signal (b), the
A 1-2 solenoid drive signal (e), which is an N signal, is output.

The 1-2 solenoid drive circuit 545 switches the ON signal to the 1-2 solenoid valve 13 to an OFF signal when the 1-speed → 2-speed shift command signal (a) is output from the shift command signal generation circuit 145. , and the AND circuit 34
While the 1-2 solenoid drive signal (e) is being output from 5 to 1-2, an ON signal is output to the 1-2 solenoid valve 13.

The 2-3 solenoid drive circuit 645 switches the ON signal to the 2-3 solenoid valve 14 to an OFF signal when the 2nd to 3rd speed shift command signal (b) is output from the shift command signal generation circuit 145. .

The 3-4 solenoid drive circuit 745 turns OFF the 3-4 solenoid valve 15 when the 3rd to 4th speed shift command signal (C) is output from the shift command signal generation circuit 145.
Switch the signal to ON signal.

Therefore, in this second embodiment, the control unit 4
5, a timer circuit 245. By providing the AND circuit 345, when the power is turned off and the amplifier is shifted from the 2nd speed to the 3rd speed, the 1st speed state is elapsed for the time set by the timer circuit 245, and the 2nd speed → 1st speed state is changed as in the first embodiment. Speed change control from speed to third speed can be performed.

Next, the $3 embodiment shown in FIG. 1O will be described.

This third embodiment is an example in which the operation of the shift valve is controlled by a hydraulic signal.
Shift valve 51.2-3 Shift valve 52, (3-4
(shift valve omitted), and 1-
It is equipped with a two-speed signal pressure cut valve 53, a cart/cart time control accumulator 54, and a power off sensing valve 55.

The power train of the automatic transmission to which the third embodiment is applied is the same as that of the first embodiment, and the transmission elements and the operations of the transmission elements are also the same as those of the first embodiment.

1-2 shift valve 51.2-3 shift valve 52,
Whereas the first embodiment is a valve operated by pilot pressure, the 1-2 shift signal pressure and 2 shift signal pressure are controlled by governor pressure etc.
-3 The difference is that the valve is actuated by the force balance between the shift signal pressure and the spring, but the valve function is similar to the shift valve of the first embodiment.

1-2 shift/help 51 is for boats 151a to 151
The spool 251 includes a valve hole 151 having a diameter e, a spool 251 that has lands 251a and 251b corresponding to the valve hole 151 and is movable in the axial direction, and a spring 351 that biases the spool 251 rightward in the drawing.

Boats 151a and 151d are drain boats.

The boat 151b is connected to the D range pressure oil passage 751. The boat 151c is connected to the second to fourth speed pressure oil passages 752. 151e is the 1-2 gear shift signal pressure oil passage 75
Connected to 3.

The 2-3 shift valve 52 is for boats 152a to 152e.
A spool 252 that has lands 252a and 252b corresponding to the valve hole 152 and is movable in the axial direction, and a spring 352 that urges the spool 252 to the left in the drawing are provided.

Boats 152a and 152d are drain boats;
An orifice 850 is provided at 152d. Boat 152b has 2-speed to 4-speed with orifice 851
It is connected to the high pressure oil passage 752. Boat 152c is 3
and 4th speed pressure oil passage 754. boat 152
e is connected to the 2-3 speed change signal pressure oil passage 755.

The 1-2 shift signal pressure cut valve 53 is a valve that has the function of cutting off the 1-2 shift signal pressure to the 1-2 shift valve 51 for a predetermined period of time from the start of shifting from 2nd speed to 3rd speed.

In terms of configuration, a valve hole 153 having boats 153a to 153e, and a land 253a corresponding to the valve hole 153.
and 253b and is movable in the axial direction, and a spring 3 that biases the spool 253 in the right direction in the drawing.
53.

Boat 153d is a drain port. boat 153
a and 153e are connected to a power-off pressure oil passage 756. The boats 153b and 153c are connected to the 1-2 speed change signal pressure oil passage 753.

The power-off pressure oil passage 756 and the oil passage leading to the boat 153e of the l-2 shift signal pressure cart/to valve 53 and the boat 15 of the cut time control accumulator 54
The oil passage leading to 4b is provided with an orifice 852 that throttles the flow rate, and the orifice 852 sets the cutoff time.

The cut time control accumulator 54 is a means for controlling the hydraulic pressure for a predetermined time based on the flow rate of the oil throttled by the orifice 852.

Structurally, it includes a cylinder hole 154 having bows 154a and 154b, an accumulator piston 254 that can slide vertically in the drawing along the inner surface of the cylinder hole 154, and a spring that biases the accumulator piston 254 downward in the drawing. 354.

Boat 154a is a drain boat;
b is connected to a power-off pressure oil passage 756.

The power off sensing valve 55 is the Mello 1. This valve operates using torque pressure as a signal pressure, and has the function of supplying power-off pressure, which is a power-off signal, to both valves 53 and 54 when the power is turned off when the foot is released from the accelerator pedal.

Structurally, a valve hole 155 having boats 155'a to 155e and a land 255 corresponding to the valve hole 155.
a and 255b and an axially movable spool 255;
and a spring 355 that urges the spool 255 downward in the drawing.

Boats 155a and 155b are drain boats.

The boat 155e is connected to the Throntle pressure oil line 757. The boat 155d is connected to the 2-3 speed change signal pressure oil passage 755. Boat 155C has power off pressure oil line 7
56.

Next, the operation of the third embodiment will be explained.

At 2nd speed, the 1-2 shift signal pressure is supplied to the boat 151e of the 1-2 shift valve 51, so that the spool 251
moves to the left in the drawing against the spring 351, and the boats 151b and 151c communicate with each other, and the D range pressure oil passage 7
Hydraulic pressure for engaging the band brake B/B is supplied to the servo apply chamber S/A via the servo apply chamber S/A through the pressure extraction path 752 and the second to fourth speed pressure extraction passages 752.

At the time of power-on upshift from 2nd speed to 3rd speed, the 2-3 shift valve 52's boat 152e is connected to the 2-3 shift valve 52.
By supplying the 3-speed signal pressure, the spool 252 moves to the right in the drawing against the spring 352, and the spool 252 moves to the right in the drawing.
52c and 152b communicate with each other to form the 2nd speed to 4th speed pressure oil passage 75.
Hydraulic pressure is supplied to the servo release chamber S/R and the high clutch H/C through the 2nd, 3rd and 4th speed pressure oil passages 754.

However, at the time of power-off/upshift from 2nd gear to 3rd gear, the power-off sensing valve 55 is at the solid line position in the drawing, so the oil pressure from the 2-3 shift signal pressure oil passage 755 is applied to the 1-2 shift signal pressure cant valve. It is also supplied to the boat 153a of No. 53, moves the spool 253 to the left in the drawing, and cuts off the 1-2-2 speed change pressure.

By this valve operation, the spool 251 of the 1-2 shift valve 51 returns to the right direction to the solid line position in the drawing, draining all the engagement hydraulic pressure and release hydraulic pressure to the 2nd and 3rd speed transmission elements, thereby bringing the 2nd speed state. The state changes from 1 to 1st gear.

Then, the cutback pressure that has passed through the orifice 852 moves the accumulator piston 254 of the cant time control accumulator 54 upward in the drawing, and as the pressure on the downstream side of the orifice 852 gradually increases, this pressure and the spring force cause The spool 253 of the 1-2 shift signal pressure cut valve 53 moves rightward in the drawing and supplies the 1-2 shift signal pressure to the port 151e again.

As a result of this valve operation, the -2 shift valve 51 is moved to the left in the drawing, and the 2-3 shift valve 52 is moved to the right in the drawing, resulting in the third speed IF.

That is, when powering off or upshifting from 2nd gear to 3rd gear, the shift operation is from 2nd gear to 1st gear to 3rd gear, and the shift shock can be alleviated as in the first embodiment.

Note that the setting time for the first speed state is set by the orifice 852 and the accumulator capacity.

Hereinafter, embodiments of the present invention have been described in detail with reference to the drawings.
The specific configuration is not limited to this embodiment, and any design changes or the like that do not depart from the gist of the present invention are included in the present invention.

For example, in the embodiment, an example was shown in which shift control is performed when shifting from 2nd speed to 3rd speed and from 1st speed to 2nd speed, but depending on the gear position and the installation state of the speed change element, the one-way clutch is activated. As long as the gears are changed in stages, it may be used when changing gears from 3rd speed to 4th speed, etc.

(Effects of the Invention) As explained above, in the automatic transmission shift control device of the present invention, a power-off signal indicating that the foot is released from the accelerator pedal and a shift from a low gear to a high gear are provided. When an upshift signal indicating the time is input, the one-way clutch activates during the gear shift, and after a predetermined period of time has elapsed, the gear is shifted from a low gear to a high gear. The power-off upshift to gear is performed via the gear where the one-way clutch operates, and the operation of this one-way clutch lowers the engine speed and suppresses fluctuations in the output shaft torque when shifting to a high gear. This has the effect of preventing gear shift shock.

[Brief explanation of drawings]

Fig. 1 is a conceptual claim diagram showing a shift control device for an automatic transmission of the present invention, Fig. 2 is a skeleton diagram showing a power train of an automatic transmission to which the embodiment device is applied, and Fig. 3 is a first embodiment device. An overall diagram of the speed change control circuit to which Figure 4 is applied is Figure 1.
5 is a diagram showing a timer value map stored in advance in the control unit of the device of the first embodiment; FIG. 6 is a diagram showing the shift control circuit of the device of the first embodiment; Flowchart showing the flow of the shift control operation, FIG. 7 is a time chart of the shift control operation of the first embodiment device, and FIG. 8 is the shift control when shifting from 1st speed to 2nd speed in the 1st embodiment device. FIG. 9 is a shift control circuit diagram showing the device of the second embodiment; FIG. 10 is a shift control circuit diagram showing the device of the third embodiment; FIG. 11 is a schematic diagram showing a conventional shift control device. It is a diagram. 01... One-way clutch 02... Shift valve 03... Patent application for speed change control means Nissan Motor Co., Ltd. Figure 5 Engine I Co., Ltd. LNe → Figure 7 (11 * Season ■ Figure 8

Claims (1)

[Scope of Claims] 1) A shift control device for an automatic transmission, which has a plurality of shift stages including a shift stage in which a one-way clutch operates, and is equipped with a shift control means that performs shift control by controlling the operation of a shift valve, When a power-off signal indicating that the foot is released from the accelerator pedal and an upshift signal indicating the time of shifting from a low gear to a high gear are both input to the shift control means,
1. A shift control device for an automatic transmission, characterized in that the gear shift control device performs shift control such that a one-way clutch is operated during a shift, and the gear shift is shifted from a low gear to a high gear after a predetermined period of time has elapsed.