JPH0574741B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (a) Field of Industrial Application The present invention relates to an automatic transmission mounted on an automobile, and more particularly to a control device for a multi-stage automatic transmission comprising a main transmission unit and a sub-transmission unit.

(B) Prior Art Generally, an automatic transmission includes a torque converter and a planetary speed change gear mechanism, and the speed change gear mechanism consists of an overdrive (0/D) planetary gear unit, a front planetary gear unit, and a rear planetary gear unit. The transmission gear mechanism achieves four forward speeds and one reverse speed through two solenoid valves and three shift valves.

In addition, as shown in Japanese Patent Application Laid-Open No. 57-37140, three solenoid valves and three shift valves are installed, an overdrive planetary gear unit is used as a sub-transmission unit, and a main transmission consisting of front and rear planetary gear units is installed. The applicant has devised a speed change control device which is used in combination with the above unit to obtain the number of six forward speeds.

(C) Problems to be Solved by the Invention Incidentally, in a multi-stage automatic transmission consisting of a sub-transmission and a main transmission unit, the sub-transmission unit has two overdrive and direct gears, and the main transmission has 1st, 2nd and 3rd gears. By combining the three speeds, six speeds can be obtained.
At this time, one of the two transmission units may be in a downshift operation while the other is in an upshift operation. For example, when the auxiliary transmission unit downshifts from overdrive to direct connection, and at the same time the main transmission unit shifts to 1.
In some cases, the entire gear is shifted from 2nd gear to 3rd gear by upshifting from 2nd gear to 2nd gear. There is a possibility that one shift operation will be performed first and then the other shift operation will be performed. For example, if a downshift is performed first, the speed will be significantly reduced (1st gear) and then significantly increased (3rd gear), and if an upshift is performed first, the speed will be significantly increased (4th gear).
speed) and then decelerated, causing an increase in engine speed and a large shift shock.

Further, since the speed change operation of the speed change unit as described above changes depending on the load condition from the engine, it becomes even more difficult to synchronize both speed change units.

Therefore, in order to synchronize the speed change operation of one speed change unit with the speed change operation of the other speed change unit, the present invention takes into account the engine load and synchronizes the speed change operation of one speed change unit based on a signal from the control section. It is an object of the present invention to provide a speed change control device for a multi-stage automatic transmission that can be accurately controlled.

(d) Means for solving the problems The present invention has been made in view of the above circumstances,
A sub-transmission unit 16 that changes gears by engaging or disengaging frictional engagement elements, each of which switches the transmission path.
and a main transmission unit 21 connected in series, a plurality of shift valves 51, 52, 53 for supplying and discharging hydraulic pressure to each friction engagement element of the sub transmission unit and the main transmission unit, and A hydraulic control mechanism 5 having a plurality of solenoid valves S ₁ , S ₂ , S ₃ that control a plurality of shift valves,
In a multi-stage automatic transmission control device that obtains multi-stage gear shifting through a plurality of gear shifting operations, including a simultaneous gear shifting operation by an upshift operation of one of the two transmission units and a downshift operation of the other, one of the two transmission units 16
according to the control pressure provided and interposed in the oil passages y ₁ and z ₁ that communicate the predetermined frictional engagement element B ₀ that operates during the simultaneous gear shifting operation and the predetermined shift valve 53 of the plurality of shift valves. A control valve 66 that selectively regulates the oil pressure in the oil passage, and a solenoid valve that outputs the control pressure supplied to the control valve based on an input signal.
S _D , a control section E that outputs a signal to the solenoid valve in accordance with the shift operation of the other transmission unit 21 of the two transmission units, and a throttle valve 41 that supplies the control valve with oil pressure corresponding to the engine output. The control valve is controlled in accordance with the gear shifting operation of the other gear shifting unit, and the hydraulic pressure acting on the predetermined friction engagement element is regulated in accordance with the engine output. .

(E) Operation and Effects of the Invention According to the above configuration, the plurality of shift valves are controlled by the plurality of solenoid valves of the hydraulic control mechanism, hydraulic pressure is supplied to the friction engagement element, and the sub-transmission unit and the main transmission are controlled by the plurality of shift valves. Multi-stage speed change is achieved by switching the transmission lines of the units and performing a plurality of speed change operations.

Among multiple speed change operations, when a simultaneous speed change operation is performed by upshifting one of the sub-transmission units and the main transmission unit and downshifting the other, the control section controls the solenoid valve to The control valve is controlled by the control pressure output from the solenoid valve by outputting a signal corresponding to the gear shifting operation of the transmission unit, and the oil pressure corresponding to the engine output from the throttle valve to achieve a predetermined frictional engagement. By regulating the hydraulic pressure acting on the element, the predetermined frictional engagement element can be operated in synchronization with the shift operation of the other transmission unit in accordance with the load from the engine acting on the predetermined frictional engagement element. Moreover, since the control valve is supplied with hydraulic pressure via a predetermined shift valve, even if a solenoid valve or a control valve malfunctions, for example, the predetermined frictional engagement element will not operate unnecessarily.

Therefore, according to the present invention, although multi-stage shifting is performed by combining each gear stage of the auxiliary transmission unit and the main transmission unit, upshifting of either the auxiliary transmission unit or the main transmission unit is not necessary. In the case of a simultaneous shift operation due to a downshift operation and a downshift operation of the other, the shift operation of one transmission unit is synchronized with the shift operation of the other transmission unit in accordance with the load from the engine acting on a predetermined frictional engagement element. The speed change operation can be performed smoothly without being decelerated or accelerated during the speed change operation, preventing the engine speed from rising or falling.

Furthermore, since the control valve is interposed in an oil passage that communicates between a predetermined frictional engagement element and a predetermined shift valve that supplies and discharges hydraulic pressure to and from the frictional engagement element, even if a solenoid valve or a control valve malfunctions, the predetermined Supply and discharge of hydraulic pressure to the frictional engagement elements is ensured by the shift valve, and the predetermined frictional engagement elements do not operate other than necessary, making it possible to provide a fail-safe mechanism.

(f) Examples Examples of the present invention will be described below with reference to the drawings.

As shown in FIG. 2, the multi-stage automatic transmission 1 includes a torque converter 2, a planetary transmission gear mechanism 3, and a hydraulic control mechanism 5, each of which has a converter housing 6 and a transmission case 7.
and an extension housing 9, a valve body 10, and an oil pan 11. The torque converter 2 is equipped with a lock-up clutch 12, and the rotation of the input member 13 is transferred to the input shaft 1 of the transmission gear mechanism 3 through the oil flow of the torque converter 2 or directly by the lock-up clutch 12.
5. The transmission gear mechanism 3 includes an auxiliary transmission unit 16 consisting of an overdrive (0/D) planetary gear unit 17, a front planetary gear unit 19, and a rear planetary gear unit 2.
The main transmission unit 21 consists of 0. 0/
The D planetary gear unit 17 includes a planetary gear 22 directly connected to the input shaft 15, a sun gear 23 fitted onto the input shaft 15, and the main transmission unit 2.
It consists of a ring gear 25 connected to an input shaft 26 of 1, and a planetary gear 22 and a sun gear 23.
A 0/D direct clutch _C0 and a one-way clutch _F0 are interposed between the sun gear 23 and the case 7, and a 0/D brake _B0 is interposed between the sun gear 23 and the case 7.
is installed. The front planetary gear unit 19 also includes a planetary gear 29 that is directly connected to the output shaft 27, a sun gear 30a that is fitted onto the output shaft 27 and is integrally formed with the sun gear 30b of the rear planetary gear unit 20, and a forward gear that is connected to the input shaft 26. It consists of a ring gear 33 connected via a clutch _C1 , and a direct clutch _C2 is interposed between the input shaft 26 and the sun gear 30, and the sun gear 30 and the case 7
A coast brake _B1 is interposed between the
Furthermore, a brake _B2 is provided between the sun gear 30 and the case 7 via a one-way clutch _F1 . In addition, the rear planetary gear unit 20
consists of a planetary gear 31, a sun gear 30b, and a ring gear 32 directly connected to the output shaft 27, and a brake _B3 and a one-way clutch _F2 are arranged in parallel between the planetary gear 31 and the case 7. In addition, 35 in FIG. 2 is an oil pump.

And front planetary gear unit 19
A rotation sensor A ₂ consisting of a photoelectric sensor or a magnetic sensor is installed in the case 7 of the part, and a clutch connecting piece 30 extending from the sun gear 30 is installed.
Notches or holes are formed at equal intervals in c.
Therefore, the rotation sensor A ₂ detects the rotation speed of the sun gear 30, that is, the shift operation state of the main transmission unit 21.

On the other hand, the hydraulic control mechanism 5, as shown in FIG. 3, includes a large number of valves, an accumulator, a strainer 37, etc., and each valve will be described below. The manual valve 40 is switched to each range of P, R, N, D, S, and L by a shift lever, and each oil passage a, b, and
c and e are switched. Note that line pressure is supplied to the oil path 1. The throttle valve 41 is accompanied by a downshift plug 42, and a cam 44 rotates in response to depression of the accelerator pedal.
Obtain the throttle pressure corresponding to the engine output. The cutback valve 43 is for 1st speed and reverse, P,
Cutback pressure is generated in a range other than the N range, and is applied to the throttle valve 41 to lower the throttle pressure. The primary regulator valve 45 is regulated by the throttle pressure and generates line pressure corresponding to the load. That is, when the load is high, the line pressure is increased to ensure the working pressure of the clutches C, brakes B, etc., and when the load is light, the line pressure is regulated to a lower level. The secondary regulator valve 46 is regulated by the hydraulic pressure from the primary regulator valve 45 and controls the converter hydraulic pressure and the lubricating hydraulic pressure supplied to the converter 2 and each lubricating section 47 . The lock-up relay valve 49 is controlled by a solenoid valve S _L , and switches the oil flow to the lock-up clutch 12 and oil cooler 50. That is, by turning on the solenoid valve S _L , line pressure is applied to the upper end oil chamber e', thereby locking up the converter hydraulic oil passage f whose pressure is regulated by the secondary regulator valve 46, and removing on-oil oil from the clutch-off oil passage g. At the same time, the off oil passage g is led to the drain circuit. The first shift valve 51 switches the main transmission unit 21 between 1st speed and 2nd speed (1st speed and 3rd speed for the transmission 1 as a whole), and is operated by a solenoid valve _S1 . That is, when the solenoid valve S ₁ is turned off, line pressure is applied to the oil chamber i, and the line pressure oil passage a is blocked in the D range, S range, and L range of the manual valve 40, and when the solenoid valve S ₁ is turned on, the line pressure is applied to the oil chamber i. ,,The oil passage a is connected to the oil passage j to apply line pressure to brakes B ₂ and B ₂ accumulator B ₂ A
supply to. The second shift valve 52 switches between 2nd and 3rd speeds (3rd and 5th speeds for the entire transmission) of the main transmission unit 21, and is a solenoid valve.
Operated by S ₂ . i.e. solenoid valve S ₂
When OFF, line pressure is applied to oil chamber k, line pressure oil passage l is connected to oil passage m, and direct clutch C ₂ is connected.
and supply line pressure to C ₂ accumulator C ₂ A,
And it is closed by turning on the solenoid valve _S2 .
The third shift valve 53 switches the sub-transmission unit 16, and is operated by the solenoid valve _S3 . That is, by turning on the solenoid valve _S3 , line pressure is applied to the oil chamber n, and the line pressure oil path l is communicated with the oil path o, so that the line pressure is changed to _B0 , which will be explained later.
0/D via release control valve 66
Supplies the brake B ₀ and B ₀ accumulator B ₀ A,
Also, by turning off the solenoid valve _S3 , the line pressure oil passage 1 is communicated with the oil passage q, and the line pressure is communicated with the 0/D direct clutch _C0 and the _C0 accumulator _C0A . First coast modulator valve 55
In the L range of the manual valve 40,
Oil line l supplied via the second shift valve 52
Adjust the line pressure to the coast modulator pressure,
Furthermore, the coast modulator pressure is supplied to the brake _B3 via the first shift valve 51. The second coast modulator valve 56 regulates the line pressure of the oil passage l supplied via the first shift valve 51 and the second shift valve 52 to the coast modulator pressure in the S range of the manual valve 40. , and further supplies the coast modulator pressure to the brake _B1 . The first accumulator control valve 57 regulates the line pressure l supplied via the second accumulator control valve 70 (described later) to the accumulator control pressure by supplying throttle pressure to the oil chamber r. The control pressure is supplied to each back pressure chamber 59, 60, 61 of the B ₀ accumulator B ₀ A, the C ₂ accumulator C ₂ A, and the B ₂ accumulator B ₂ A.

Furthermore, in addition to the above-mentioned hydraulic devices, this hydraulic transmission control mechanism 5 includes an S _D modulator valve 65, a B ₀
A release control valve 66, a _B0 sequence valve 67, a lock-up control valve 69, and a second accumulator control valve 70 are provided.

As shown in detail in FIG. 1, the S _D modulator valve 65 is supplied with line pressure from the line pressure port l via the oil strainer 37, and is further supplied via the oil passage S to the upper end oil chamber _s1. The oil chamber s ₁
The feedback pressure acting on the spring 71 is balanced and regulated to a predetermined pressure (for example, 4 kg/cm ² ), and the regulated solenoid modulator pressure is further supplied to the oil path t. Further, the oil passage t communicates with the solenoid valve S _D via the plug 74 and the oil passage _t1 , and also communicates with the _B0 release control valve 66, so that the solenoid valve S _D
Control pressure by on/off control is supplied to the oil chamber _t2 , and the control valve 66 is controlled.

Further, the B ₀ release control valve 66 is provided with a port x, and the hydraulic pressure from the port x acts on the stepped portion 73a of the spool 73, causing the spool 73 and the spring 75 to flow into the lower oil chamber _y2. Counters and balances the acting _B0 feedback pressure. Further, the port x communicates with ports x ₂ , x ₃ , x ₄ of the throttle valve 41 via an oil passage x ₁ , and the oil passage x ₁ is connected to a line pressure port l via a port x ₃ . line pressure is converted to throttle pressure and supplied. That is, the throttle valve 41 includes a downshift plug 42 operated by a throttle cam 44 that is linked to an accelerator pedal, and a downshift plug 42 that is disposed via a spring 76 and biased upwardly by a lower spring 77. It has a throttle spool 79 with
Based on the rotation of the throttle cam 44, the spool 79 moves downward via the spring 76, so that pressure corresponding to the throttle opening is supplied from the line port 1 to the throttle port _x3 .
Furthermore, the throttle pressure acts on port _x4 , and the cutback pressure acts on port _p1 , and these pressures push back the spool 79 against the spring 76 based on the difference in land diameter of the spool 79, When the springs 76 and 77 are balanced, the line port 1 is closed and the throttle pressure becomes a hydraulic pressure corresponding to the throttle opening and vehicle speed. Note that the downshift plug 42 is configured so that the hydraulic pressure from the port x ₂ is connected to the lands 42a,
42b (42a>42b) and lands 42b, 4 due to cutback pressure acting on port _p2 .
2c (42b>42c), and the pressing force against the throttle cam 44 by the springs 76 and 77 is reduced. Furthermore, the B ₀ release control valve 66 has ports y and z. And port y is connected to 0/D via oil path _y1 .
It communicates with the brake B ₀ and B ₀ accumulator B ₀ A, and also communicates with the lower end oil chamber y ₂ as feedback pressure via the orifice 361, and the oil passage y ₁ communicates with the brake B ₀ and the accumulator B 0 A.
The tip of B ₀ A communicates with a bypass passage y ₅ , and the bypass passage y ₅ communicates with a port y ₃ of a sequence valve 67 , and furthermore, a feedback pressure is supplied to a lower end oil chamber y ₄ of the valve 67 . It is communicated as
The feedback pressure in the oil chamber _y4 is balanced with the spring 80 at the upper end, and the spring 80 is set to the piston initial operating pressure at which the brake plates of the 0/D brake _B0 start contacting each other. Therefore, the sequence valve 67 is in the left half position until the initial operating pressure, and hydraulic pressure is supplied to the 0/D brake B ₀ through ports z ₂ and y ₂ , and when the initial operating pressure is exceeded, the sequence valve 67 is in the left half position. Switched to the position, ports z ₂ and y ₂ are occluded. Also, port z is an oil path
It communicates with the oil passage from port o of the third shift valve 67 via the z ₁ and orifice 36, and communicates with the port z ₂ of the B ₀ sequence valve 67 via the bypass passage z ₅ . An oil passage y ₆ branched from y ₁ communicates with an oil passage z ₅ via a check valve 72 . On the other hand, the upper chamber n of the third shift valve 53 communicates with the solenoid valve _S3 , the port l communicates with the line pressure, and the port q communicates with the zero pressure via the oil passage _q1 and the orifice 362. /D
Direct clutch C ₀ and C ₀ accumulator C ₀ A
is connected to. In addition, the orifice 3 of the oil passage q ₁
A check valve 75 is interposed in parallel with 62 to allow discharge from the clutch _C0 . Also, d in the figure
is the drain port.

In addition, the lock-up control valve 69
In addition to the conventional control that enables lock-up when the main transmission unit 21 is in 2nd gear or higher, when the auxiliary transmission unit 16 is in the 0/D state even when the main transmission unit 21 is in 1st gear, in other words, the entire transmission as 2
If the speed is higher than that, the control is performed so that lockup is possible. Further, the second accumulator control valve 70 is connected to the sub-transmission unit 16.
When the main transmission unit 21 upshifts while in the 0/D state, the main transmission brake capacity becomes excessive compared to when the auxiliary transmission unit ₁₆ is in the directly connected state _. A,
This is to reduce the pressure supplied to the back pressure chambers 59, 60, and 61 of _B2A to optimize the brake capacity.

Next, the operation of this embodiment will be explained.

Each solenoid valve S ₁ of this multi-stage automatic transmission 1,
S ₂ , S ₃ , S _L , S _D , each clutch C ₀ , C ₁ , C ₂ , each brake B ₀ , B ₁ , B ₃ , and each one-way clutch F ₀ ,
F ₁ , F ₂ are each position P, R, N, D, S,
The gears in L are controlled as shown in the operation table shown in FIG.

That is, in 1st speed in D range or S range, as shown in Fig. 6, 0/D direct clutch C ₀ , one-way clutches F ₀ , F ₂ and forward clutch C ₁ are engaged, and the others are released. It is becoming a state. Therefore, the sub-transmission unit 16 is directly connected to the planetary gear unit 17 via the clutch C ₀ and the one-way clutch F ₀ , and the rotation of the input shaft 15 is directly connected to the input shaft 26 of the main transmission unit 21 . transmitted to. Also,
In the main transmission unit 21, the rotation of the input shaft 26 is transmitted to the ring gear 33 of the front planetary gear unit ₁₉ via the clutch C1, and further to the planetary gear 29 and the output shaft 2 integrated with the gear 29.
At the same time, a leftward revolving force is applied to the planetary gear 31 of the rear planetary gear unit 20 via the sun gear 30, but this revolution is prevented by the one-way clutch _F2 , and the gear 31 rotates on its own axis and rotates toward the output shaft. Power is transmitted to a ring gear 32 that is integrated with 27. That is, the main transmission unit 21 is in the 1st speed state, and together with the directly connected state of the auxiliary transmission unit 16, the entire transmission is in the 1st speed state. At this time, the main transmission unit 21 connects the front planetary gear unit 19 to the output shaft 27 and also the rear planetary gear unit 20 to the output shaft 2.
7, which distributes the load on the gears accordingly.

In addition, when in second gear in D range or S range, as shown in FIG. 7, 0/D brake B ₀ ,
One-way clutch _F2 and forward clutch
_C1 is engaged and the others are in the released state. Therefore, in the auxiliary transmission unit 16, the sun gear 23 is locked by the brake _B0 , the planetary gear 22 rotates and transmits power to the ring gear 25, and the input shaft 26 of the main transmission unit 21 is rotated at increased speed (0 /D). In addition, the main transmission unit 2
1 is the same as the previous 1st speed state, so the 1st speed of the main transmission unit 21 and the speed increase of the auxiliary transmission unit 16 combine to bring the entire transmission into the 2nd speed state.

At this time, as shown in FIG. 1, the solenoid valve _S3 is turned on, and line pressure is supplied to the oil chamber n of the third shift valve 53, so that the third shift valve 53 is switched to the state shown in the left half diagram. Then, the pressure oil in the clutch C ₀ and the C ₀ accumulator C ₀ A is discharged from the port q to the drain port d, the clutch C ₀ is released, and the line pressure port 1 communicates with the port o. The line pressure from port o is directly supplied to the 0/D brake B ₀ through the ports z ₂ and y ₃ of the sequence valve 67 and the oil passage _{y 5} until the initial operating pressure of the B ₀ piston is reached. When the initial operating pressure is exceeded, the valve 67 is switched to the right half position based on the feedback pressure in the oil chamber _y4 , and then the line pressure from port o is passed through the orifice 36 and oil passage _z1 to the _B0 release control valve. 66 port z. Furthermore, in this state, the control valve 66 is in the left half position, and the port z
and y are in communication, and the line pressure is supplied to the brake B ₀ and B ₀ accumulator B ₀ A via the oil path y ₁ ,
Engage brake B ₀ .

Furthermore, at the third speed in the D range, as shown in FIG. 8, the 0/D clutch C ₀ , one-way clutch F ₀ , forward clutch C ₁ , one-way clutch F ₁ and brake B ₂ are engaged, is in a free state. Therefore, the auxiliary transmission unit 16 is in the above-mentioned directly connected state, and the rotation of the input shaft 15 is directly transmitted to the input shaft 26 of the main transmission unit 21. Further, in the main transmission unit 21, the rotation of the input shaft 26 is transmitted to the ring gear 33 of the front gear unit ₃₁ via the clutch C1, and applies a leftward rotational force to the sun gear 30 via the planetary gear 29. 30 is prevented from rotating in that direction by the one-way clutch F ₁ when the brake B ₂ is engaged, and therefore the planetary gear 29 revolves while rotating on its own axis, and the second speed rotation is transmitted to the output shaft via only the front gear unit 19. 27.
As a result, the direct connection state of the auxiliary transmission unit 16 and the second speed state of the main transmission unit 21 combine to provide the third speed for the transmission 1 as a whole.

At this time, the solenoid valve _S1 is turned on and the first shift valve ₅₁ is switched to the left half position in _FIG . supply to.
At this time, as shown in FIG. 13, the rotation sensor A ₂ detects that the rotation of the sun gear 30 in the main transmission unit ₂₁ has been decelerated by the brake B 2, and the controller E based on the rotation sensor A ₂ The solenoid valve S _D is turned on by the electric signal, and the O/D brake B ₀ in the sub-transmission unit 16 is controlled. That is, the S _D modulator valve 65 regulates the line pressure of the line port 1 with the spring 71 and the feedback pressure of the upper oil chamber _s1 , and supplies it to the oil passage t. The pressure in the upper oil chamber t ₂ of the B ₀ release control valve 66 communicating with the oil passage t is also reduced by the ON control of _D. Therefore, the control valve 66 receives feedback pressure from the brake _B0 in its lower oil chamber _y2 and reaches the right half position in FIG.
Hydraulic pressure from B ₀ and accumulator B ₀ A goes to oil path y ₁
and is discharged to drain port d via port y. As a result, as shown in FIG. 14, the rotation sensor A ₂ detects that the rotation of the sun gear 30 has fallen to a predetermined value N ₀ due to the engagement of the brake B ₂ in the main transmission unit 21, and the solenoid valve S _D is turned on, the 0/D brake B ₀ is controlled to release, and at the time t _c when the main transmission brake B ₂ is fully engaged and the rotation of the sun gear 30 stops,
The auxiliary transmission side brake _B0 is controlled to be completely released so that both transmission units 16 and 21 change gears at the same time. At this time, the rotation sensor A ₂ detects the completion of the shift of the main transmission unit 21, that is, the rotation of the sun gear 30 has stopped, and the solenoid valve S ₃ is turned off by an electric signal from the control section E, and the third shift valve 53 is switched to the third shift valve 53. 1 Switch to the right half position in Figure 1. Then, line pressure port l communicates with port q, line pressure is sent to clutch C ₀ and C ₀ accumulator C ₀ A via oil path q ₁ , and the clutch C ₀ engages,
Port o communicates with drain port d, 0/D
Brake B ₀ oil pressure in oil passage y ₆ , check valve 7
The oil is immediately completely drained from the drain port d via the oil passage 2, oil passage _z3, and port o, and the shift of the sub-transmission unit 16 is completed. In this way, the main transmission unit 21 and the auxiliary transmission unit 16
synchronize and shift smoothly. In addition, at this time,
No rotation sensor A ₂ installed, solenoid valve S ₁
Solenoid by time control from on signal generation
It is also possible to control _SD .

At this time, as shown in FIG. 1, the throttle pressure is always supplied to the port _x of the control valve 66 from the throttle valve 41 via the oil passage It opposes the _B0 feedback pressure acting on the lower oil chamber _y2 . Therefore, the throttle pressure, that is, the pressure corresponding to the engine output, is always acting on the 0/D brake B ₀ , and the 0/D brake B ₀ starts slipping immediately when the solenoid valve S _D is turned on, regardless of the load torque. . This makes it possible to set the release pressure according to the load torque in response to the detection of the rotation speed N ₀ based on the rotation sensor _{A 2} in any driving condition, and also to set the release pressure according to the load torque. upon engagement of
The time when 0/D brake B ₀ is released coincides.

Furthermore, at this time, the solenoid valve S _D malfunctioned, and the B ₀ release control valve 66
is fixed at the position shown in the left half of Figure 1, and when port y does not communicate with drain port d, the pressure oil in brake _B0 flows through ports y and z.
and from the check valve ₇₂ , which is opened during draining, to the oil passage _z5 . When the solenoid valve _S3 is turned off, the oil is sent to the third shift valve 53 in the right half position in Fig. 1. , is discharged from port o to drain port d. Therefore, even if a valve malfunction occurs, line pressure is supplied to both the 0/D brake B ₀ and the clutch C ₀ ,
It is safe because the O/D planetary gear unit 17 will not be locked.

In addition, at 4th speed in the D range, as shown in FIG. 9, the 0/D brake B ₀ , the forward clutch C ₁ , the brake B ₂ and the one-way clutch F ₁
are engaged and the others are in a released state. Therefore, the auxiliary transmission unit 16 is in the speed increasing (0/D) state mentioned above, and the main transmission unit 21 is in the second speed state, so that the transmission 1 as a whole can obtain a fourth speed.

Furthermore, at 5th speed in the D range, as shown in Fig. 10, the 0/D clutch C ₀ , one-way clutch F ₀ , forward clutch C ₁ , direct clutch C ₂ and brake B ₂ are engaged, and the others is in a free state. Therefore, the auxiliary transmission unit 16 is in the above-mentioned direct connection state, and the main transmission unit 21
By engaging the clutches C ₁ and C ₂ , the front planetary gear unit 19 is integrated, and the rotation of the input shaft 26 is directly transmitted to the output shaft 27 .
As a result, the direct connection of the auxiliary transmission unit 16 and the third speed of the main transmission unit 21 combine to provide a fifth speed in which the input shaft 15 and the output shaft 27 rotate integrally in the transmission 1 as a whole.

In addition, when shifting from the 4th gear to the 5th gear, the downshift of the auxiliary transmission unit 16 and the upshift of the main transmission unit 21 operate simultaneously, and similarly to the shift from the 2nd gear to the 3rd gear mentioned above, Simultaneous gear shifting by duty control of solenoid valve S _D is desirable, but in reality, there is almost no difference between 4th and 5th gears due to the gear ratio, so 4th gear is not performed, and therefore control by solenoid valve S _D is Not done.

Furthermore, at 6th speed in D range, as shown in FIG. 11, the 0/D brake B ₀ , forward clutch C ₁ , direct clutch C ₂ and brake
B ₂ is engaged, the others are in the released state. Therefore, the sub-transmission unit 16 is in the above-mentioned directly connected state,
The main transmission unit 21 is also in the third speed state, and these two transmission units 16 and 21 together provide the transmission 1 with a sixth speed.

Also, when in R range, as shown in Figure 12,
0/D clutch C ₀ , one-way clutch F ₀ , direct clutch C ₂ and brake B ₃ are engaged,
Others are in a free state. Therefore, the sub-transmission unit 1
6 is in a direct connection state, and the main transmission unit 21
Since the rotation of the input shaft 26 is directly transmitted to the sun gear 30 by the clutch C ₂ and the revolution of the rear planetary gear 31 is locked by the brake B ₃ , the rotation of the sun gear 30 is transmitted to the link gear via the rotation of the planetary gear 31. 32 as reverse rotation, causing the output shaft 27 to rotate in the reverse direction.

In addition, during 3rd and 4th speeds in the S range or L range, the coast brake B ₁ is engaged in the 3rd and 4th speeds of the D range mentioned above (see Figures 8 and 9). Therefore, rotation of the sun gear 30 is prevented in both directions, and engine braking becomes possible. At this time, when shifting from 2nd speed to 3rd speed, the solenoid valve S _D is controlled and the auxiliary transmission unit 16 and the main transmission unit 21 are shifted simultaneously, as in the D range.

Also, in 1st and 2nd gear in L range, D
In the first and second speeds of the range (see FIGS. 6 and 7), the brake _B3 is engaged, and therefore the revolution of the rear planetary gear 31 is prevented in both directions, making engine braking possible.

In the above embodiment, the auxiliary transmission unit 16 is located in the front stage and the main transmission unit 21 is located in the rear stage. Of course, the present invention can also be similarly applied to a front-wheel drive horizontal automatic transmission in which the transmission unit is located at the rear stage.

As explained above, according to this embodiment, although multi-stage shifting can be performed by combining the respective gears of the sub-transmission unit 16 and the main transmission unit 21, the sub-transmission unit 1
6 and the main transmission unit 21, especially the downshift operation of the auxiliary transmission unit and the upshift operation of the main transmission unit, the engine speed is not decelerated or increased once during the gear shifting operation, and the engine speed remains unchanged. Prevents blow-up and fall,
Allows for smooth gear shifting operation. Furthermore, the rotation sensor A ₂ may be installed on one of the transmission units 21 or may not be installed, and the solenoid valve S _D can be controlled on/off, so the structure is simple and the control is simple. Since a signal corresponding to the engine output, _for example, a pressure corresponding to the throttle pressure, is applied to the predetermined frictional engagement element B0, the value is always constant regardless of the load torque acting on the predetermined frictional engagement element _B0 . The frictional engagement element _B0 starts operating at , and the other transmission unit 2
In synchronization with the completion of the shift operation in step 1, the friction engagement element B ₀
operation can be completed.

Furthermore, if the overdrive planetary unit 17 is used as the sub-transmission unit 16 and the front planetary gear unit 19 and rear planetary gear unit 20 are used as the main transmission unit 21, the conventional automatic transmission gear mechanism with overdrive can be used almost as is. , the multi-stage automatic transmission 1 can be provided at an extremely low cost without significantly changing manufacturing equipment. Furthermore, when the modulator pressure from the modulator valve 65 is applied to the solenoid valve S _D for controlling the control valve 66, the hydraulic pressure with high pressure and large pressure fluctuation is not applied to _the solenoid valve S _D. It is possible to use a small type for the control valve 66, and the durability can be improved.Furthermore, each oil pressure acting on the control valve 66 only needs to be small in proportion to the modulator pressure. The area 73a, _y2 on which the throttle pressure and the predetermined engagement friction element feedback pressure act can be reduced, the control valve 66 can also be made smaller, and its durability can be improved. .

[Brief explanation of drawings]

FIG. 1 is a diagram showing the main parts of a hydraulic control mechanism according to the present invention, FIG. 2 is an overall sectional view showing an automatic transmission to which the present invention is applied, and FIG. 3 is an overall view showing the hydraulic control mechanism. FIG. 4 is a diagram showing the manual valve, and FIG. 5 is a diagram showing the operating state of each device in each position. Also, Figures 6 to 1
FIG. 2 is a diagram showing the operation of the automatic transmission in different states. Furthermore, FIG. 13 is a block diagram showing the functions of the invention, and FIG. 14 is a diagram showing the shift operation of the sub-transmission unit and the main transmission unit. 1...Multi-stage automatic transmission, 2...Torque converter,
3... (Planetary) transmission gear mechanism, 5... Hydraulic control mechanism, 16... Sub-transmission unit, 17... Overdrive planetary gear unit, 19... Front planetary gear unit, 20... Rear planetary gear unit, 21... Main transmission unit, 30... Predetermined gear (Sun gear), 41... Throttle valve, 5
1, 52, 53...Shift valve, 53...Third shift valve (predetermined shift valve), 65...S _D modulator valve, 66...(B ₀ release) control valve, A ₂ ...Rotation sensor, B ₀ , B ₂ , _B3 ...Frictional engagement element (brake), _B0 ...Predetermined frictional engagement element (O/D brake), _C0 , _C1 , _C2 ...Frictional engagement element (clutch), E...Control unit, S ₁ , S ₂ , S ₃ , S _L , S _D …
Solenoid valve, S _D ...Solenoid valve, z ₁ ,
y ₁ ...Oil road.

Claims (1)

[Scope of Claims] 1. A transmission gear mechanism configured by connecting in series a sub-transmission unit and a main transmission unit, each of which changes gears by engaging or disengaging a frictional engagement element that switches a transmission path; A hydraulic control mechanism having a plurality of shift valves that supply and discharge hydraulic pressure to each friction engagement element of the transmission unit and a plurality of solenoid valves that control the plurality of shift valves, the hydraulic control mechanism having a plurality of solenoid valves that control the plurality of shift valves. In a multi-stage automatic transmission control device that achieves multi-speed shifting through a plurality of shifting operations including simultaneous shifting operations caused by an upshift operation and a downshift operation of the other, a predetermined transmission control device that operates during the simultaneous shifting operation of one of the two transmission units. a control valve that is interposed in an oil passage that communicates the friction engagement element and a predetermined shift valve of the plurality of shift valves, and that selectively regulates the oil pressure of the oil passage according to the supplied control pressure; The control pressure supplied to the valve is
a solenoid valve that outputs an output based on an input signal; a control unit that outputs a signal to the solenoid valve in accordance with a gear shifting operation of the other of the transmission units; and a hydraulic pressure corresponding to the engine output to the control valve. and a throttle valve that supplies the engine, and is configured to control the control valve in accordance with the gear shifting operation of the other gear shifting unit to regulate the hydraulic pressure acting on the predetermined frictional engagement element in accordance with the engine output. Multi-stage automatic transmission control device. 2. The invention according to claim 1, wherein the predetermined frictional engagement element is a frictional engagement element of a sub-transmission unit, and the downshift operation of the sub-transmission unit is configured to synchronize with the upshift operation of the main transmission unit. Multi-stage automatic transmission control device. 3. The auxiliary transmission unit is an overdrive planetary gear unit, the main transmission unit includes a front planetary gear unit and a rear planetary gear unit, and the predetermined friction engagement element is a brake of the overdrive planetary gear unit, and the control The multi-stage automatic transmission control device according to claim 1, wherein the valve is a brake release control valve that controls the release pressure of the brake. 4. The multi-stage automatic transmission control device according to claim 1, wherein a modulator pressure from a modulator valve is applied to the solenoid valve for controlling the control valve.