JPH05302669A - Automatic transmission - Google Patents

Abstract

PURPOSE:To obtain a sufficient shift feeling by providing a speed change start timing adjusting means to shorten times from a point of time, when a movement of a shift lever in a shift position in the case of manual speed change is detected, to an actual speed change start more than in the case of automatic speed change. CONSTITUTION:Since a transmission 10 of an automatic transmission or a hydraulic circuit to operate this is used in the same as usual, in a structure to prevent an increase in speed change frequency, times from a shift lever operation to an actual speed change start become long. Thereby, a speed change response become slow in the case of manual speed change. Therefore, when the manual speed change is carried out, a line pressure of oil supplied to a hydraulic servo is increased until the inertia phase is started after a speed change output is carried out in the case of a speed change transitional time, and times are shortened until clutches C0, 1 and 2 and brakes B0, 1, 2 and 3 are engaged with each other. Thereby, a shift feeling can be intensified more than in the case of automatic speed change.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic transmission.

[0002]

2. Description of the Related Art Conventionally, in an automatic transmission, the rotation generated by an engine is transmitted to a speed change mechanism via a fluid transmission device, and each speed stage is achieved in the speed change mechanism. Therefore, the speed change mechanism has a plurality of planetary gear units, and the elements such as the ring gear, the carrier, and the sun gear, which constitute each planetary gear unit, are selectively engaged and disengaged by the friction engagement elements to achieve each speed stage. ..

A hydraulic circuit is provided for engaging and disengaging the friction engagement elements, and the oil whose pressure is adjusted is supplied to and discharged from the hydraulic servo corresponding to each friction engagement element at a predetermined timing. The friction engagement element is engaged and disengaged with. Further, in the conventional automatic transmission, each range of P (parking), R (reverse), N (neutral), D (drive), S (second), L (low) is provided, and By selecting each range according to the intention, the gear shift is automatically performed.

For example, in an automatic transmission having four forward gears and one reverse gear, if the driver selects the D range in accordance with the traveling conditions such as vehicle speed and throttle opening, between the first speed and the fourth speed, When the S range is selected, the speed is between 1st and 3rd speed, and L
When the range is selected, the speed is automatically changed between the first speed and the second speed. Selection of each range by the driver's intention is performed by moving the shift lever to the range position arranged on a straight line. That is, the range positions arranged in a so-called "I" shape can be selected.

However, in the above-mentioned automatic transmission, it is not possible to manually select the shift speed manually, and the shift feeling is lacking. Therefore, there is provided a device in which a shift lever is turned in a shift path to bring it into contact with a sensor, and an electric signal from the sensor is used to achieve a shift speed (see Japanese Patent Laid-Open No. 2-8545). In addition to the range position of the I pattern arranged in the “I” shape used in the conventional automatic transmission, the shift position of the H pattern arranged in the “H” shape similar to the manual shift is set. An additional shift pattern is provided to enable selection between traveling in the automatic transmission mode and traveling in the manual transmission mode (see Japanese Patent Laid-Open No. 61-157855).

[0006]

However, in the above-mentioned conventional automatic transmission, the driver can achieve a predetermined shift speed by operating the shift lever, so that a shift feeling can be obtained. The shift mechanism of the automatic transmission, the hydraulic circuit for operating the shift mechanism, and the control device for controlling the hydraulic circuit are the same as those of the conventional one, so that the shift frequency is high. The structure is to prevent the shift, and the shift is started after a predetermined time has elapsed since the driver operated the shift lever. Therefore, similarly to the automatic shift mode, the shift response becomes slow in the manual shift mode, and the shift feeling is lost accordingly.

The present invention solves the problems of the conventional automatic transmission described above, and the time from the driver's operation of the shift lever to the start of the actual shift is short, and a sufficient shift feeling is obtained. An object of the present invention is to provide an automatic transmission that can be used.

[0008]

To this end, in the automatic transmission of the present invention, a shift pattern composed of a range position for traveling in the automatic transmission mode and a shift position for traveling in the manual transmission mode is moved. A shift lever is arranged so that the shift lever can be operated.

Position detecting means is provided at each position to detect movement of the shift lever, and the control device outputs a shift output signal corresponding to the range and shift position selected by the shift lever. .. Further, a hydraulic circuit is provided to operate the solenoid valve in response to the shift output signal from the control device to achieve each shift stage.

[0010] When shifting in the manual shift mode, the shift start timing is such that the time from when the shift lever is moved to the shift position is detected until the actual shift is started is shorter than that in the automatic shift mode. Adjustment means are provided.

[0011]

According to the present invention, as described above, it is possible to move a shift pattern including a range position for traveling in the automatic shift mode and a shift position for traveling in the manual shift mode. Thus, the shift lever is arranged. Position detecting means is provided at each position to detect movement of the shift lever, and the control device outputs a shift output signal corresponding to the range and shift position selected by the shift lever.

Further, the hydraulic circuit receives the shift output signal of the control device and operates the solenoid valve to achieve each shift stage. When shifting in the manual shift mode, the shift start timing adjusting means that shortens the time from when the shift lever is detected to move to the shift position to when the actual shift starts compared to when shifting in the automatic shift mode. It is provided. Therefore, when the driver moves the shift lever to the shift position during traveling in the manual shift mode, from when the position detecting means detects the shift position of the shift lever to when the shift is actually started. Time is shortened.

Therefore, a sufficient shift feeling can be obtained.

[0014]

Embodiments of the present invention will now be described in detail with reference to the drawings. FIG. 1 is a schematic diagram of an automatic transmission according to the present invention, and FIG. 2 is a diagram showing an operation of the automatic transmission according to the present invention. In FIG. 1, the automatic transmission comprises a transmission (T / M) 10 and a torque converter 11, which transmits the rotation generated by the engine to the transmission 10 via the torque converter 11 to shift gears to drive wheels. It is designed to communicate.

The torque converter 11 has a pump impeller 12, a turbine runner 13, a stator 14 and a lock-up clutch 15 for improving the power transmission efficiency. The oil is directly transmitted to the input shaft 17 of the transmission 10 by the oil flow or directly by locking the lockup clutch 15.

The transmission 10 comprises an auxiliary transmission unit 18 and a main transmission unit 19, the auxiliary transmission unit 18 has an overdrive planetary gear unit 20, and the main transmission unit 19 has a front planetary gear unit 21 and a rear planetary gear unit 22. Here, the overdrive planetary gear unit 20 is connected to the input shaft 17, and is connected to the carrier CR ₁ that supports the planetary pinion P ₁ , the sun gear S ₁ that surrounds the input shaft 17, and the input shaft 23 of the main transmission unit 19. It consists of a ring gear R ₁ which is connected. A third clutch C0 and a third one-way clutch F0 are interposed between the carrier CR ₁ and the sun gear S ₁ , and a fourth clutch is provided between the sun gear S ₁ and the case 24.
A brake B0 is provided.

Next, the front planetary gear unit 2
Reference numeral 1 denotes a carrier CR ₂ which is connected to the output shaft 25 and supports the planetary pinion P ₂ , and a sun gear S ₂ which surrounds the output shaft 25 and is integrally formed with the sun gear S ₃ of the rear planetary gear unit 22, Input shaft 2
3 and a ring gear R ₂ connected via a first clutch C1. In addition, the input shaft 23 and the sun gear S
Between ₂ second clutch C2, the sun gear S ₂ and the case 2
A first brake B1 composed of a band brake is interposed between the four. Between the sun gear S ₂ and the case 24, further the second brake through a first one-way clutch F1 B2
Is provided.

Then, the rear planetary gear unit 22
The carrier CR ₃ supporting a planetary pinion P ₃ is,
It is composed of a sun gear S ₃ and a ring gear R ₃ directly connected to the output shaft 25, and a third brake B3 and a second one-way clutch F2 are arranged in parallel between the carrier CR ₃ and the case 24. 43 is an input speed sensor, SP
1 and SP2 are vehicle speed sensors.

Each solenoid valve S of the above automatic transmission
1, S2, S3, clutches C0, C1, C2, brakes B0, B1, B2, B3 are controlled as shown in the operation table of FIG. 2 at each shift speed of each range D, S, L. That is, at the first speed in the D range or the S range, the first solenoid valve S1 is in the ON state, and as a result, the third clutch C0 and the first clutch C1 are engaged, and the third one-way clutch F0 and the second one-way clutch are engaged. The clutch F2 is locked and the others are in the released state. Therefore, the overdrive planetary gear unit 20
Is the third clutch C0 and the third one-way clutch F0.
And the rotation of the input shaft 17 is transmitted to the input shaft 23 of the main transmission unit 19 as it is. Further, the main transmission unit 19, rotation of the input shaft 23 through the first clutch C1 is transmitted to the ring gear R ₂ of the front planetary gear unit 21, further to the carrier CR _2, and the carrier CR ₂ integral with the output shaft 25 transmits At the same time, a leftward rotational force is applied to the carrier CR ₃ of the rear planetary gear unit 22 via the sun gears S ₂ and S ₃ , but the rotation is blocked by the lock of the second one-way clutch F2, so the planetary pinion P ₃ rotates to transmit power to the ring gear R ₃ which is integral with the output shaft 25.

Also, in the 2nd speed in the D range, the first
In addition to the Renoid valve S1, the second solenoid valve S2
Switch to the on state. As a result, the third clutch C
0, the first clutch C1 and the second brake B2 are engaged,
Third one-way clutch F0 and first one-way clutch
F1 is locked, and the others are released. Therefore,
Overdrive planetary gear unit 20 is directly connected
Is maintained, and the rotation of the input shaft 17 remains as it is in the main transmission unit.
It is transmitted to the input shaft 23 of the motor 19. In addition, the main shift unit
In the knit 19, the rotation of the input shaft 23 causes the first clutch C1 to rotate.
Through the ring gear of the front planetary gear unit 21.
Ya R₂Transmitted to the planetary pinion P ₂Through the
Gear S₂To the left of the sun gear,
S₂Is the first one-wake associated with the engagement of the second brake B2.
The locking of the latch F1 prevents rotation. But
So planetary pinion P₂Carrying while rotating
Ya CR₂Rotates, the front planetary gear unit 2
The rotation of the second speed is transmitted to the output shaft 25 via only 1.
It

At the 3rd speed in the D range and the S range, the first solenoid valve S1 is turned off,
Third clutch C0, first clutch C1, second clutch C
2 and the second brake B2 are engaged, the third one-way clutch F0 is locked, and the others are in the released state. Therefore, the overdrive planetary gear unit 20 is in the direct connection state, and the main transmission unit 19 has the front planetary gear unit 21 integrated by the engagement of the first clutch C1 and the second clutch C2.
Is transmitted to the output shaft 25 as it is.

At the fourth speed in the D range, that is, at the highest speed, the second solenoid valve S2 is also turned off, and the first clutch C1, the second clutch C2, the second brake B2 and the fourth brake B0 are engaged. It Although the main transmission unit 19 is in the direct connection state as in the case of the third speed, the overdrive planetary gear unit 20 has the third clutch C.
0 is released and the fourth brake B0 is switched to be engaged. Therefore, the sun gear S ₁ is locked by the engagement of the fourth brake B0, and the carrier CR ₁
While rotating, the planetary pinion P ₁ rotates and transmits power to the ring gear R ₁ , and the rotation of the overdrive is transmitted to the input shaft 23 of the main transmission unit 19 in the direct connection state.

On the other hand, at the time of downshifting, the third clutch C0 is engaged and the fourth brake B0 is released in the 4-3 shift, and the second clutch C2 is released in the 3-2 shift. Second brake B in the case of 2-1 shift
2 is released. In addition, at the 1st speed and 3 in the S range
At the time of high speed, it is similar to the case of the D range. Then, in the 2nd speed, in addition to the first clutch C1, the third clutch C0, and the second brake B2, the third solenoid valve S3 is turned on, the first brake B1 is engaged, and the sun gear S ₂ of the main transmission unit 19 is turned on. Lock and apply engine braking.

The second speed in the L range is the same as the second speed in the S range described above, but the third clutch in addition to the first clutch C1 and the third clutch C0 in the first speed.
The solenoid valve S3 is turned on, the third brake B3 is engaged, the carrier CR ₃ of the rear planetary gear unit 22 is locked, and the engine brake is activated.

In the manual shift mode, the third and fourth speeds are the same as in the automatic shift mode, the second speed is the second speed in the S range, and the first speed is the same as the first speed in the L range. Next, the control device in the automatic transmission of the present invention will be described.
3 is a schematic diagram of the automatic transmission control device, FIG. 4 is an input side block diagram of the automatic transmission control device, and FIG. 5 is an output side block diagram of the automatic transmission control device.

In the figure, 31 is an automatic transmission control unit (ECU) for controlling the entire automatic transmission, 32 is a CPU,
Reference numeral 33 is a ROM, 34 is a RAM, 35 is an input interface circuit, 36 is an input processing circuit that is connected to the input interface circuit 35 to perform input processing of each signal, and 37 is connected to the input processing circuit 36 and outputs each signal. Sensors that output. Further, 38 is an output interface circuit, 39 is a drive circuit that is connected to the output interface circuit 38 and performs output processing of each signal, and 40 is an actuator that is connected to the drive circuit 39 and is driven by the output signal. Is.

Reference numeral 43 denotes an input rotation speed sensor for detecting the rotation speed of the third clutch C0 of the transmission 10, SP
1 and SP2 are vehicle speed sensors that detect the number of revolutions of the output shaft 25 of the automatic transmission, and the vehicle speed sensor SP1 is a vehicle speed sensor S.
It is used for backup when P2 fails and for speedometer. 44 is a shift position sensor installed in the transmission 10 for detecting which range position on the I pattern the shift lever selects in the automatic speed change mode (A / T); Mode (M / T)
Is a shift position sensor that detects which shift position on the H pattern the shift lever selects.

Further, 46 is installed in the engine, a throttle opening sensor for detecting a throttle opening corresponding to the engine load by a potentiometer, 47 is installed in a brake pedal portion, a brake switch for detecting a brake operation, and 48 is a throttle. An idling (IDL) switch that is installed in the opening sensor 46 and detects that the accelerator is fully closed, and 49 is an accelerator pedal (or
A kick down (K / D) switch, which is installed in the throttle opening sensor 46) and detects that the accelerator is fully opened and kick down is required, 50 is installed in the transmission 10 and the transmission 10
It is an oil temperature sensor that detects the oil temperature of.

The sensors 37 are connected to the corresponding input processing circuits 36. Further, S1 is a first solenoid valve for shifting, S2 is a second solenoid valve for shifting, S3 is a third solenoid valve for shifting, and each shift valve is turned on / off according to each shift stage. Switch. SLU locks up (Lu
p) linear solenoid valve, SLN is a linear solenoid valve for controlling the back pressure of the accumulator,
SLT is a linear solenoid valve for controlling the line pressure. A solenoid drive circuit and a monitor circuit are connected between each of the solenoid valves S1 to S3, the linear solenoid valves SLU, SLN, SLT and the output interface circuit 38. The solenoid drive circuit generates a voltage or current for driving the solenoid valves S1 to S3 and the linear solenoid valves SLU, SLN, SLT, and the monitor circuit controls the solenoid valves S1 to S3 and the linear solenoid valve SLU, S
The operation of LN and SLT is checked, failure is judged, and self-diagnosis is performed.

Reference numeral 53 is an engine control unit (EFI) for controlling the engine, and 54 is a torque reduction for outputting a signal for temporarily reducing the torque generated by the engine in order to mitigate the shift shock at the time of shifting. The input / output processing circuit receives the signal from the torque reduction input / output processing circuit 54, and the engine control device 53 retards the ignition timing, cuts the fuel, and the like. Reference numeral 55 denotes an engine speed input processing circuit for inputting the engine speed.

DG CHE 56 outputs a self-diagnosis result by an O / D off indicator lamp or the like when the transmission 10 or the engine control unit 53 fails.
CKER, 57 is a DG input / output processing circuit for outputting a self-diagnosis result to the DG CHECKER 56, 58 is a display device such as a mode selection lamp for displaying the status of the transmission 10 and an O / D off indicator lamp, 59
Is a display drive circuit for operating the display device 58.

Next, the operation of the control device in the automatic transmission configured as described above will be described. 6 is a first flowchart of an automatic transmission control device, FIG. 7 is a second flowchart of an automatic transmission control device, FIG. 8 is a third flowchart of an automatic transmission control device, and FIG. 9 is the present invention. It is a figure which shows the shift pattern in this automatic transmission. In FIG. 9, 89 is a shift pattern, 89a is an I pattern, and 89.
b constitutes a part of the H pattern, and a low speed side shift train 89c arranged on the left side of the I pattern 89a.
Is a high-speed side shift train which constitutes a part of the H pattern and is arranged on the right side of the I pattern 89a.

SW1 to SW4 are switches disposed at shift positions corresponding to the first to fourth speeds of the shift position sensor 45. The switches SW1 to SW4 are turned on when the shift lever is moved to each shift position,
It is arranged so that it turns off when it is moved away from the shift position. Step S1 When starting the program, initialization is performed for all conditions. In step S2, the current rotation speeds of the input shaft 17 and the output shaft 25 of the automatic transmission are calculated based on the signals from the input rotation speed sensor 43 of the automatic transmission and the vehicle speed sensors SP1 and SP2. Step S3 Shift position sensor 4 of automatic transmission
The range position currently selected in the I pattern is detected from the signal of No. 4. At the same time, N. S. S. W. Fail judgment is performed. In step S4, the current throttle opening is calculated based on the signal from the throttle opening sensor 46. Step S5 The current oil temperature (ATF temperature) of the automatic transmission is calculated based on the signal from the oil temperature sensor 50. In step S6, it is determined whether the shift position sensor 45 is turned on. If it is turned on, step S12 is performed. If it is turned off, step S7 is performed.
Proceed to. Step S7: It is determined whether or not the manual shift mode flag is turned on. If it is on, the process proceeds to step S15, and if it is off, the process proceeds to step S8. Step S8: Shift point data MS for automatic shifting of shift diagram
The automatic shift data D is read into L. Step S9 Lock-up point data MSL for automatic shifting
The automatic shift data D is read into P. Step S10 Based on the automatic shift data D read in steps S8 and S9 and the various running conditions calculated previously, shift determination and lockup determination are performed. In step S11, the timing of the shift determination and the lockup determination performed in step S10 is determined. Step S12 If the shift position sensor 45 is turned on in step S6, the manual shift mode flag is turned on and the manual shift mode is set. In step S13, the value of the timer for returning to the automatic shift mode is reset. Step S14 Select the map for manual shift mode,
Various data are read and manual shift map selection processing is performed. Step S15 If the manual shift mode flag is turned on in step S7, the value of the automatic shift mode return timer is compared with the set value t ₁ . If it is smaller than the set value t ₁ , the process proceeds to step S14, and if it is larger than the set value t ₁ , the process proceeds to step S16. In step S16, the manual shift mode flag is turned off, and the process proceeds to step S8 to return to the automatic shift mode. Step S17: The shift determination and lockup determination are performed based on the shift data read in the manual shift map selection subroutine and the various traveling conditions calculated previously. In step S18, the timing determination of the shift determination and the lockup determination performed in step S17 is performed. Step S19 Steps S10, S11, S17, S
According to the determination in 18, the shift output signals are sent to the solenoid valves S1 to S3, the linear solenoid valves SLU, S.
Output to LN and SLT to start shifting. Step S20: During a shift in the manual shift mode, a process is performed to determine whether to control the first apply valve (orifice control valve) to reduce the time lag. Step S21 The linear solenoid valve SLU for lockup control is controlled according to the determination in the subroutine of step S20. Step S22: A process for determining whether or not the torque reduction control for suppressing the shift shock is necessary is performed. Step S23 Torque reduction control is performed according to the determination in the subroutine of step S22. In step S24, a process for determining whether or not to temporarily increase the line pressure to reduce the time lag during a transition of the manual shift mode is performed. Step S25 The linear solenoid valve SLT for controlling the line pressure is controlled according to the judgment in the subroutine of step S24. In step S26, a process for determining whether or not the back pressure of the accumulator needs to be controlled in order to prevent a shift shock during a shift transition is performed. Step S27 The linear solenoid valve SLN for accumulator back pressure control is controlled according to the judgment in the subroutine of step S26.

Next, the subroutine of the manual shift map selection process in step S14 of FIG. 6 will be described. In step S14-1, the shift position sensor 45 determines whether or not the switch SW4 at the fourth speed position is turned on. Step S14-2 If the switch SW4 at the fourth speed position is turned on in step S14-1, the data for the fourth speed gear stage is read in the shift point data MSL for the manual shift. In step S14-3, the data for the fourth gear is read in the lockup point data MSLP for manual shift. Steps S14-4 to S14-6 Step S14-1
The same control as in S14-3 is performed to read the data for the third gear. Steps S14-7 to S14-9 Step S14-1
The same control as in S14-3 is performed to read the data for the second speed gear stage. Steps S14-10, S14-11 Manual shift gear shift point data MSL and manual shift lockup point data M
Read the data for the 1st gear in SLP.

Next, the hydraulic circuit will be described with reference to FIGS. 10 and 11. FIG. 10 is a first hydraulic circuit diagram of the automatic transmission of the present invention, and FIG. 11 is a second hydraulic circuit diagram of the automatic transmission of the present invention.
3 is a hydraulic circuit diagram of FIG. In the figure, C-0 is the hydraulic servo of the third clutch C0, and C-1 is the first clutch C.
1 is a hydraulic servo, C-2 is a hydraulic servo of the second clutch C2, B-0 is a hydraulic servo of the fourth brake B0, B-1 is a hydraulic servo of the first brake B1, and B is a hydraulic servo.
Reference numeral -2 is a hydraulic servo for the second brake B2, and B-3 is a hydraulic servo for the third brake B3. 11 is a torque converter, 60 is a hydraulic pump, and 61 is a strainer.

Reference numeral 62 denotes a manual valve that is switched by the driver operating the shift lever when shifting, and is connected to the shift lever at the driver's seat through a push-pull cable and responds to the movement of the shift lever. Switch to each position P, R, N, D, S, L,
The line pressure port p communicates with each port a, b, c, d as indicated by a circle in the table of FIG.

Reference numeral 63 is a primary regulator valve that regulates the line pressure by the throttle modulator pressure and the line pressure in the R range, and supplies the regulated oil to a lock-up relay valve 67 and a secondary regulator valve 65 described later. Reference numeral 64 is a throttle valve, which compresses upper and lower two springs in response to the amount of depression and depression of the accelerator pedal, and a cutback valve 69 described later.
It is to obtain the throttle pressure corresponding to the output of the engine by the cutback pressure from.

Reference numeral 65 denotes a secondary regulator valve, which regulates the hydraulic pressure from the primary regulator valve 63 into a lubricating hydraulic pressure and supplies it to the lockup relay valve 67. Reference numeral 66 denotes a lockup control valve, which adjusts the hydraulic pressure applied to the control oil chamber at the valve tip of the lockup relay valve 67. The lockup relay valve 67 is operated by the signal hydraulic pressure from the third solenoid valve S3 and the solenoid relay valve 68 to disengage the lockup clutch 15 of the torque converter 11.

Reference numeral 69 denotes a cutback valve, which acts on the throttle valve 64 with the cutback pressure to regulate the throttle pressure. The cutback valve 6
9 is the hydraulic servo B when it is not in the L range or R range.
-1 and hydraulic pressure applied to the hydraulic servo B-2. Reference numeral 70 denotes a 1-2 shift valve for switching between the 1st speed and the 2nd speed. The oil pressure of the second solenoid valve S2 is applied to the control oil chamber at the tip of the 1-2 shift valve.
The 2-shift valve 70 takes the right half position at the first speed, and takes the left half position at the second speed, the third speed, and the fourth speed. Ie 1
At the time of speed, it is in the right half position, the oil supply to the hydraulic servo B-1 and the hydraulic servo B-2 is stopped, and the oil is supplied to the hydraulic servo B-3 only at the L range. .. Then, at the 2nd speed, the above 1-2 shift valve 7
0 becomes the left half position, and the hydraulic pressure from the manual valve 62 is supplied to the hydraulic servo B-2. In addition, in the S range and the L range, 2-3 described later will be described.
The hydraulic pressure from the shift valve 71 is received, and the hydraulic pressure is transferred to the hydraulic servo B- via the second coast modulator valve 76.
Supply to 1.

Further, 71 is for switching between second speed and third speed 2-
It is a three-shift valve, and the hydraulic pressure of the first solenoid valve S1 is applied to the control oil chamber at the tip thereof, and the 2-3 shift valve 71 adopts the right half position at the first speed and the second speed, The left half position is adopted in the 3rd and 4th speeds. That is, the supply of oil to the hydraulic servo C-2, which was stopped at the first speed and the second speed, is started at the third speed.

Then, 72 is a third gear that switches between the third gear and the fourth gear.
-4 shift valve, the hydraulic pressure of the second solenoid valve S2 is applied to the control oil chamber at the tip,
The 3-4 shift valve 72 takes the right half position at the first speed, the second speed and the third speed, and takes the left half position at the fourth speed. That is, the oil supplied to the hydraulic servo C-0 at the 1st speed, the 2nd speed and the 3rd speed is not supplied when the 3-4 shift valve 72 is moved to the left half position at the 4th speed. The hydraulic servo B that was stopped in the 1st, 2nd and 3rd speeds
The oil is supplied to 0.

Reference numeral 73 is a reverse inhibit valve which operates when the second solenoid valve S2 is opened to stop the supply of oil to the hydraulic servo C-2 when the vehicle speed is, for example, 9 km / h or more. Further, 75 is a low coast modulator valve, and 76 is a second coast modulator valve, which is operated when the engine brake is applied.

An accumulator is provided for each of the clutches C0, C1, C2 and each of the brakes B0, B2. That is, 77 is an accumulator for the third clutch C0, 78 is an accumulator for the first clutch C1, and 79
Is a fourth brake B0 accumulator, 80 is a second clutch C2 accumulator, and 81 is a second brake B2 accumulator. Accumulator 79 for the fourth brake B0 and accumulator 80 for the second clutch C2
And the accumulator control valve for adjusting the hydraulic pressure communicating with the respective back pressure chambers 77a, 78a, 79a, 80a, 81a of the second brake B2 accumulator 81 and for adjusting the low coast modulator valve 75 and the second coast modulator valve 76. 82
Is provided. And 97 is a coast brake cutoff valve.

The first solenoid valve S1 and the second solenoid valve S2 are for switching control of the 1-2 shift valve 70, the 2-3 shift valve 71, and the 3-4 shift valve 72 as described above. The 3-solenoid valve S3 controls switching of the coast brake cutoff valve 97, and the SLU, SLN, and SLT are linear solenoid valves, to which the hydraulic pressure regulated by the solenoid modulator valve 83 is supplied.

Reference numeral 84 is an orifice control valve, and 85 is a cutoff valve. By the way, in the automatic transmission having the above-described structure, the driver can achieve the shift speed corresponding to the shift position by operating the shift lever, so that a shift feeling can be obtained. Since the hydraulic circuit 5 for operating the transmission 10 and the transmission 10 is basically the same as the conventional one, it has a structure that prevents the frequency of gear changes from increasing and the driver can shift The time from when the lever is operated until the actual shifting is started is lengthened. Therefore, the shift response at the time of manual shift is delayed, and the shift feeling is lost accordingly.

Therefore, when traveling in the manual shift mode, a shift start timing adjusting means is provided to shorten the time from when the shift lever is operated until the actual shift is started. Therefore, in the first embodiment of the present invention, when shifting is performed in the manual shift mode, the line pressure during a shift transition is increased from the shift output is performed until the inertia phase is started to shift the shift. The time lag is shortened and the shift feeling is made stronger than when shifting is performed in the automatic shift mode. That is, the hydraulic servos C-0, C-1, C-2, B-0, B-1, B-2,
By increasing the line pressure of the oil supplied to B-3, each clutch C0, C1, C2 and each brake B
The time until 0, B1, B2, B3 engage can be shortened.

When determining the start of the inertia phase for upshifting, the rotation speed of the third clutch C0 detected by the input rotation speed sensor 43 is set to N _C0 ,
Output shaft 25 detected by vehicle speed sensors SP1 and SP2
The rotation speed (FIG. 1) and N _O, when the gear ratio of the gear before the shift stage was _{r b, N T1 = N O} × r b -α: the value of N _T1 given by (alpha constant) The rotation speed N _C0 is compared, and if N _C0 <N _T1, it is considered that the inertia phase has started.

[0048] When performing the determination of the start of the inertia phase for shifting the downshift, when the gear ratio of the speed after the shift to the r _l, the value of N _T2 = N _O × r is given by _l N _T2 And the number of revolutions N _C0 are compared, and if N _C0 > N _T2- N ₂ (data N ₂ set for each type of shift), it is considered that the inertia phase has started.

In this case, the linear solenoid valve SLT
Is controlled to send the signal oil pressure to the throttle valve 64, and the throttle valve 64 is controlled by the signal oil pressure to change the throttle pressure. Then, the line pressure is increased by supplying the throttle pressure to the primary regulator valve 63. 12 is an explanatory diagram of the inertia phase, FIG. 13 is a fourth flowchart of the automatic transmission control device, FIG. 14 is a fifth flowchart of the automatic transmission control device, and FIG. 15 is a second flowchart of the automatic transmission control device. 6 is a flowchart of 6.

In FIG. 12, T is the output torque, N _C0 is the rotation speed of the third clutch C0 detected by the input rotation speed sensor 43 (FIG. 4), and N _O is the vehicle speed sensors SP1 and SP2.
The number of revolutions of the output shaft 25 detected by T, T ₁ is the time point when the shift determination is performed, T ₂ is the time point when the shift output is performed, and T ₃ is the frictional engagement element on one side and the frictional engagement on the other side. At the time when the torque phase at which the elements are completely engaged starts, at T _{4, when} the two friction engagement elements slip, and the inertia phase begins when the rotational speed N _C0 starts to change, T ₅ ends the shift. Indicates the time when it was broken. τ is the time from the time point T ₁ at which the shift is determined to the time point T ₂ at which the shift output is performed, f ₁ is the torque phase time, and f ₂ is the inertia phase time.

Next, the line pressure boost determination in step S24 of FIG. 7 will be described. Step S24-1: It is judged whether or not the shift output is performed, and if the shift output is not performed, the step S24-
Proceed to step 6 to clear the line pressure boost value. If the line pressure boost value has not been set yet, the process returns. Step S24-2: When gear shift output is performed, it is determined whether or not the manual gear shift mode flag is turned on in step S12 of FIG. 6, and if it is turned on, step S2 is performed.
If it is not turned on, the process proceeds to step S24-6 to clear the line pressure boost value. Step S24-3: Since the line pressure is increased according to each shift type, the line pressure increase map is selected. In step S24-4, it is determined whether or not the inertia phase has started. If the inertia phase has started, the process proceeds to step S24-6 to end the boosting, and the line pressure boosted value is cleared. Step S24-5: If the inertia phase has not started, the line pressure boost value is set. Step S24-6 The line pressure boost value is cleared.

The selection of the line pressure increase map in step S24-3 is performed as follows. Step S24-3-1: It is judged whether or not the shift is an upshift. In the case of upshifting, step S24
-3-2, in the case of downshifting, the process proceeds to step S24-3-13. Steps S24-3-2, S24-3-3 In the case of 1-2 shift, the boost value corresponding to the 1-2 shift is selected. Steps S24-3-4, S24-3-5 In the case of 1-3 shift, the boost value corresponding to 1-3 shift is selected. Steps S24-3-6, S24-3-7 In the case of 1-4 shift, the boost value corresponding to 1-4 shift is selected. In steps S24-3-8 and S24-3-9 2-3 shift, the boost value corresponding to the 2-3 shift is selected. Steps S24-3-10, S24-3-11 2-4
In the case of shifting, the boost value corresponding to 2-4 shifting is selected. Step S24-3-12 3-4 in case of 3-4 shift
Select the boost value corresponding to the shift. Steps S24-3-13, S24-3-14 2-1
In the case of gear shift, the boost value corresponding to the 2-1 gear shift is selected. Step S24-3-15 2-1 selecting a value of the data N ₂ corresponding to the shift. Steps S24-3-16, S24-3-17 3-1
In the case of gear shift, the boost value corresponding to the 3-1 gear shift is selected. Step S24-3-18 3-1 selecting a value of the data N ₂ corresponding to the shift. Steps S24-3-19, S24-3-20 4-1
In the case of shifting, the boost value corresponding to the 4-1 shifting is selected. In step S24-3-21 4-1 the value of the data N ₂ corresponding to the shift is selected. Steps S24-3-22, S24-3-23 3-2
In the case of shifting, the boost value corresponding to 3-2 shifting is selected. Step S24-3-24 3-2 selecting a value of the data N ₂ corresponding to the shift. Steps S24-3-25, S24-3-26 4-2
In the case of shifting, the boost value corresponding to the 4-2 shifting is selected. Step S24-3-27 4-2 selecting a value of the data N ₂ corresponding to the shift. Step S24-3-28 4-3 in case of 4-3 shift
Select the boost value corresponding to the shift. Step S24-3-29 4-3 selecting a value of the data N ₂ corresponding to the shift.

Next, a second embodiment of the present invention will be described. In this case, when shifting in the manual shift mode,
In order to shorten the time from when the shift lever is operated until the actual shift is started, each accumulator 77-81
The back pressure supplied to the back pressure chambers 77a to 81a is increased until the shift is started to shorten the transition time of each accumulator 77 to 81.

The back pressure is output from the accumulator control valve 82, and the accumulator control valve 82 is adjusted by controlling the linear solenoid valve SLN for controlling the back pressure of the accumulator. In the third embodiment of the present invention, when shifting is performed in the manual shift mode, the back pressure output from the accumulator control valve 82 is increased to the maximum pressure so that the accumulators 77 to 81 are not operated. To do. Since the oil passage volume is reduced by the amount that each of the accumulators 77 to 81 does not operate, the hydraulic servo C-0,
The pressure in C-1, C-2, B-0, B-1, B-2, B-3 can be quickly increased to speed up the start of gear shift.

In this case, the back pressure is similarly output from the accumulator control valve 82, and the accumulator control valve 82 is adjusted by controlling the linear solenoid valve SLN for controlling the back pressure of the accumulator. And each clutch C
After the 0, C1, C2 and the brakes B0, B1, B2, B3 are engaged, the back pressure is reduced and the accumulators 77-
81 is actuated to prevent the shift shock from increasing.

In the fourth embodiment of the present invention, when shifting is performed in the manual shift mode, the piston volume in the hydraulic servo of a predetermined friction engagement element is reduced until the friction engagement element is engaged. I try to make the time earlier. FIG. 16 is a sectional view of an essential part of an automatic transmission having a double chamber type piston.

In the figure, B1 is the first brake, C1 is the first clutch, C2 is the second clutch, 23 is the input shaft of the main transmission unit 19, 24 is the case, and 91 is the case 24.
Is a center piece which is fixed to the shaft and rotatably supports the input shaft 23. A sleeve 92 for supplying oil to the hydraulic servo C-2 is arranged on the outer circumference of the center piece 91, and a hydraulic servo drum 93 is further provided on the outer circumference of the sleeve 92.
Is rotatably arranged.

An annular piston 94 is slidably disposed inside the hydraulic servo drum 93, and is biased by a return spring 95. The hydraulic servo drum 9
3 and the annular piston 94, the first chamber 9 is provided on the inner peripheral side.
6a, the second chamber 96b is formed on the outer peripheral side. Then, for example, when the second clutch C2 is engaged, low hydraulic pressure oil is supplied to the first chamber 96a and the second chamber 96b in the automatic shift mode, and hydraulic pressure is supplied only to the first chamber 96a in the manual shift mode. High oil is supplied.

In this case, low hydraulic oil is supplied in the automatic shift mode and high hydraulic oil is supplied in the manual shift mode, but the hydraulic pressure is switched by changing the line pressure. Therefore, the linear solenoid valve SLT is controlled to send a signal hydraulic pressure to the throttle valve 64, the signal hydraulic pressure controls the throttle valve 64 to change the throttle pressure, and the throttle pressure is supplied to the primary regulator valve 63. It is designed to change the pressure.

The first chamber 96a and the second chamber 9
A hydraulic circuit and an operation table for switching the oil supply between 6b will be described. FIG. 17 is a diagram showing the operation of the automatic transmission showing the fourth embodiment of the present invention, and FIG. 18 is the fourth embodiment of the present invention.
3 is a main part hydraulic circuit diagram of the automatic transmission showing the embodiment of FIG. As shown in FIG. 17, in the third speed of the automatic shift mode,
First solenoid valve S1 and third solenoid valve S
3 is turned off and the second solenoid valve S2 is turned on. As a result, the first chamber 9 of the hydraulic servo C-2 is
Oil is supplied to 6a and the second chamber 96b. Also,
At the third speed in the manual shift mode, the first solenoid valve S1 is turned off, and the second solenoid valve S2 and the third solenoid valve S3 are turned on. as a result,
Oil is supplied only to the first chamber 96a of the hydraulic servo C-2.

In FIG. 18, PL is a line pressure supply source, and as described above, the linear solenoid valve SLT.
A modified line pressure is supplied by controlling the. Further, S1 to S3 are first, second and third solenoid valves, 62 is a manual valve, 70 is a 1-2 shift valve, 71 is a 2-3 shift valve, 72 is a 3-4 shift valve, and 75 is a low coast. Modulator valve, 76
Is a second coast modulator valve. Also,
96a is a first chamber of the hydraulic servo C-2, and 96b is a second chamber of the hydraulic servo C-2.

Reference numeral 97 denotes a coast brake cut-off valve which takes the right half position when the third solenoid valve S3 is turned off in the third speed of the automatic speed change mode and the third solenoid in the third speed of the manual speed change mode. The left half position is taken by turning on the valve S3. When the 2-3 shift valve 71 is in the left half position during 2-3 shift, the line pressure from the supply source PL is supplied to the first chamber 96a. In the automatic shift mode, the coast brake cutoff valve 97 is in the right half position, so that the ports 97a and 97b are communicated with each other, and the oil is also supplied to the second chamber 96b.
Further, in the manual shift mode, the coast brake cutoff valve 97 is in the left half position, so that the ports 97a and 97b are shut off, and the oil remains in the first position.
It is supplied only to the chamber 96a.

In the present embodiment, the second clutch C
Although only two hydraulic servos C-2 are provided with the two chambers, the hydraulic servos of other friction engagement elements can be formed. Next, in the fifth embodiment of the present invention, when shifting is performed in the manual shift mode, the time period from the shift determination to the shift output is shortened.

In the automatic speed change mode, the driver does not
Slot when the throttle opening changes by stepping on the cell
The throttle opening sensor 46 detects the throttle opening. That
The throttle opening and the vehicle speed sensors SP1 and SP2
Rotation speed N of the detected output shaft 25 ₀Running Article calculated from
The shift determination is performed based on the case. After that, the manual shift mode
The time τ set by the card recovery timer has elapsed
After that, shift output is performed, and each solenoid valve S1 to S
3 is signaled. Normally, gear changes are frequent
In order to prevent
Although it is set to, the above time τ is
Set short.

That is, in the manual shift mode, when the driver operates the shift lever to move to the shift position corresponding to each of the first to fourth speeds, the switches SW1 to SW4 arranged at the shift position are turned on. Then, the shift determination is performed. The time τ from the time point T ₁ of this shift determination to the time point T ₂ when the shift output is performed is changed. It should be noted that the present invention is not limited to the above-described embodiments, and various modifications can be made based on the spirit of the present invention, and they are not excluded from the scope of the present invention.

[Brief description of drawings]

FIG. 1 is a schematic diagram of an automatic transmission according to the present invention.

FIG. 2 is a diagram showing an operation of the automatic transmission of the present invention.

FIG. 3 is a schematic diagram of an automatic transmission control device.

FIG. 4 is a block diagram of an input side of the automatic transmission control device.

FIG. 5 is an output-side block diagram of the automatic transmission control device.

FIG. 6 is a first flowchart of a control device for an automatic transmission.

FIG. 7 is a second flowchart of the control device for the automatic transmission.

FIG. 8 is a third flowchart of the control device for the automatic transmission.

FIG. 9 is a diagram showing a shift pattern in the automatic transmission according to the present invention.

FIG. 10 is a first hydraulic circuit diagram of the automatic transmission according to the present invention.

FIG. 11 is a second hydraulic circuit diagram of the automatic transmission according to the present invention.

FIG. 12 is an explanatory diagram of an inertia phase.

FIG. 13 is a fourth flowchart of the control device for the automatic transmission.

FIG. 14 is a fifth flowchart of the control device for the automatic transmission.

FIG. 15 is a sixth flowchart of the control device for the automatic transmission.

FIG. 16 is a cross-sectional view of essential parts of an automatic transmission having a double-chamber type piston.

FIG. 17 is a diagram showing the operation of the automatic transmission showing the fourth embodiment of the present invention.

FIG. 18 is a hydraulic circuit diagram of essential parts of an automatic transmission showing a fourth embodiment of the present invention.

[Explanation of symbols]

5 Hydraulic Circuit 31 Automatic Transmission Control Device 44, 45 Shift Position Sensor (Position Detecting Unit) 80 Second Clutch C2 Accumulator 89 Shift Pattern 96a First Chamber 96b Second Chamber S1 First Solenoid Valve S2 Second Solenoid Valve S3 Second 3 Solenoid valve SLU, SLN, SLT Linear solenoid valve C-2 Hydraulic servo

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Masashi Hattori 10 Takane, Fujii-cho, Anjo City, Aichi Prefecture Aisin AW Co., Ltd. (72) Inventor Toyago, Toyota 1-City, Toyota City, Aichi Prefecture Toyota Automobile Incorporated (72) Inventor Yasuo Hojo 1 Toyota-cho, Toyota City, Aichi Prefecture Toyota Motor Co., Ltd. (72) Inventor Atsushi Tabata 1- Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Co., Ltd. (72) Inventor Takayuki Okada 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation

Claims (6)

[Claims] 1. A shift lever movably provided with a shift pattern including a range position for traveling in an automatic shift mode and a shift position for traveling in a manual shift mode, and the shift lever moves to each position. Position detecting means for detecting that the shift lever has been operated, a control device for outputting a gear shift output signal corresponding to the range and shift position selected by the shift lever, and a solenoid valve operated in response to the gear shift output signal of the control device. In the automatic shift mode, the hydraulic circuit that achieves each shift speed and the time from when the shift lever is detected to move to the shift position to when the actual shift is started during shifting in the manual shift mode are set in the automatic shift mode. An automatic transmission characterized by having a shift start timing adjusting means for making the shift start timing shorter than that during the shift. 2. The automatic transmission according to claim 1, wherein the shift start timing adjusting means increases the line pressure supplied to the hydraulic servo of the friction engagement element during a shift in the manual shift mode. 3. The automatic transmission according to claim 1, wherein the shift start timing adjusting means increases the back pressure of an accumulator connected to the hydraulic servo of the friction engagement element during a shift in the manual shift mode. 4. The gear shift start timing adjusting means increases back pressure of an accumulator connected to a hydraulic servo of a friction engagement element at the time of gear shifting in a manual gear shift mode to stop the operation of the accumulator. The automatic transmission according to 3. 5. The hydraulic servo of the hydraulic circuit has a plurality of chambers, and the shift start timing adjusting means reduces the number of chambers used during a shift in a manual shift mode. 1. The automatic transmission according to 1. 6. The automatic transmission according to claim 1, wherein the shift start timing adjusting means sets a short time from a shift determination to a shift output during a shift in the manual shift mode. ..