JP2593858Y2 - Control device for automatic transmission - Google Patents

Description

[Detailed description of the invention]

[0001]

[Industrial application field] The present invention is a so-called sports car
The present invention relates to a control device for an automatic transmission for a vehicle such as a rally .

[0002]

2. Description of the Related Art A conventional control device for an automatic transmission is disclosed in Japanese Patent Application Laid-Open No. 58-187640.
The control device for an automatic transmission shown here is configured to be able to select a shift pattern giving priority to power performance and a shift pattern giving priority to fuel consumption rate.

[0003]

In the conventional automatic transmission control device as described above, in order to improve the power performance, the shift pattern is shifted to a higher vehicle speed side, and a traveling region at a lower gear is expanded. I have. When shifting with the expansion of this area ,
In order to apply to a normal passenger car, the hydraulic pressure is controlled so that a large shift shock does not occur, and the shift is performed with a certain time. This allows the shifting time
Is longer, but a good shift feeling can be obtained.
Wear. However, such a configuration is called
Sports car, such as a race or rally vehicle
Applied to vehicles that require short shift times
And the vehicle's acceleration ability
It is disadvantageous in power performance such as power. An object of the present invention is to solve such a problem.

[0004]

The present invention solves the above-mentioned problem by shortening the shift time even at the expense of a shift shock. That is, the control device for an automatic transmission according to the present invention is a control device for an automatic transmission for a vehicle such as a rally.
The normal shift pattern and the shift line
Either a shift pattern switching device capable of selecting one controllable line pressure control apparatus, the line pressure acting on the frictional engagement elements of the automatic transmission of the power performance priority pattern for setting a higher speed side than the speed pattern And a shift determining means for determining whether the commanded shift is an upshift or a downshift, and when the power performance priority pattern is selected and an upshift is commanded, the line pressure is transmitted to the line pressure control device. Upshift line pressure increasing means that outputs a command signal to be the maximum, and the lowest value within a range where the frictional engagement element does not slip to the line pressure control device when the power performance priority pattern is selected and a downshift is commanded. And a downshift line pressure lowering means for instructing the line pressure.

[0005]

When the upshift is performed in the power performance priority pattern, the line pressure becomes the highest value. For this reason, the hydraulic pressure is rapidly supplied to the friction engagement element that is engaged after the gear shift such as the clutch, and the gear shift is performed in a short time. When a downshift is performed in the power performance priority pattern, the line pressure is set to a low state. As a result, the currently engaged hydraulic pressure of, for example, the clutch is set to the lowest state in a range where the clutch does not slip, and the hydraulic pressure is discharged from this state, so that the clutch is rapidly released. Therefore, the shift is started early.

[0006]

EXAMPLES Hereinafter, the embodiments of the present invention in the accompanying drawings FIG. 2-1
Description will be made based on 0. FIG. 2 is a skeleton diagram showing the power transmission mechanism of the automatic transmission with four forward speeds and one reverse speed with overdrive. This power transmission mechanism includes a torque converter 10
, An input shaft 13 to which torque from an engine output shaft 12 is transmitted, an output shaft 14 to transmit driving force to a final drive, a first planetary gear set 15, and a second planetary gear set 1
6, reverse clutch 18, high clutch 20, forward clutch 22, overrunning clutch 24, low and reverse brake 26, band brake 28,
It has a low one-way clutch 29 and a forward one-way clutch 30. The torque converter 10 has a lock-up clutch 11 built therein. First
The planetary gear set 15 includes a sun gear S1, an internal gear R1, and a carrier PC1 that supports a pinion gear P1 that meshes with the two gears S1 and R1 simultaneously. The planetary gear set 16 includes a sun gear S2, an internal gear And a carrier PC2 that supports a pinion gear P2 that meshes with both gears S2 and R2 at the same time. The carrier PC1 can be connected to the input shaft 13 via the high clutch 20, and the sun gear S1 is
The input shaft 13 can be connected via a reverse clutch 18. The carrier PC1 includes a forward clutch 22 and a forward one-way clutch 3 connected in series with the forward clutch 22.
0, or via an overrunning clutch 24 arranged in parallel with the forward clutch 22 and the forward one-way clutch 30. The sun gear S2 is always connected to the input shaft 13, and the internal gear R1 and the carrier PC2 are always connected to the output shaft 14. The low and reverse brake 26 can fix the carrier PC1, and the band brake 28 can be a sun gear S1.
Can be fixed. The low one-way clutch 29 is arranged in such a direction that the forward rotation (rotation in the same direction as the engine output shaft 12) of the carrier PC1 is allowed but the reverse rotation (rotation in the opposite direction to the forward rotation) is not allowed.

The power transmission mechanism includes clutches 18, 2
0, 22 and 24, and brakes 26 and 28 in various combinations to operate planetary gear sets 15 and 1
6 (S1, S2, R1, R2, PC1, and P
The rotation state of C2) can be changed, whereby the rotation speed of the output shaft 14 with respect to the rotation speed of the input shaft 13 can be variously changed. By operating the clutches 18, 20, 22 and 24 and the brakes 26 and 28 in a combination as shown in FIG. 3, four forward speeds and one reverse speed can be obtained. In FIG. 3, the symbols .DELTA. Indicate operating clutches and brakes, and .alpha.1 and .alpha.2 are ratios of the number of teeth of the sun gears S1 and S2 to the number of teeth of the internal gears R1 and R2, respectively. 14 is a ratio of the rotation speed of the input shaft 13 to the rotation speed of the input shaft 14.

FIGS. 4, 5 and 6 show a hydraulic control device for controlling the operation of the power transmission mechanism. This hydraulic control device
Pressure regulator valve 40, pressure modifier valve 42, line pressure solenoid 44, modifier pressure accumulator 46, pilot valve 4
8, torque converter relief valve 50, lock-up control valve 52, first shuttle valve 54,
Lock-up solenoid 56, manual valve 58, first shift valve 60, second shift valve 62, first shift solenoid 64, second shift solenoid 66, servo charger valve 68, 3-2 timing valve 70,
4-2 relay valve 72, 4-2 sequence valve 7
4, first reducing valve 76, second shuttle valve 78, overrunning clutch control valve 80, overrunning clutch solenoid 8
2. Overrunning clutch reducing valve 8
4, a 1-2 accumulator 88, a 2-3 accumulator 88, a 3-4 accumulator 90, an ND accumulator 92, an accumulator control valve 94, a filter 96, etc., which are connected to each other as shown in the drawing. And the torque converter 10 described above.
(In this, an apply chamber 11a and a release chamber 11b of the lock-up clutch 11 are formed), a forward clutch 22, a high clutch 20, and a band brake 28 (this includes the second-speed apply chambers 28a,
A speed release chamber 28b and a fourth speed apply chamber 28c are formed), the reverse clutch 18, the low and reverse brake 26, and the overrunning clutch 24 are also connected as shown, and the feedback accumulator 32 is further provided. Equipped with variable capacity vane type oil pump 34, oil cooler 36, front lubrication circuit 3
7 and the rear lubrication circuit 38 are also connected as shown. A detailed description of these valves will be omitted. The parts whose description is omitted are described in JP-A-63-251.
It is the same as that described in No. 6521.

FIGS. 7, 8 and 9 show solenoids 44, 56,
A control unit 300 for controlling the operation of 64, 66 and 82 is shown. The control unit 300 includes an input interface 311, a reference pulse generator 312,
CPU (Central Processing Unit) 313, ROM (Read Only Memory) 314, RAM (Random Access Memory) 1
5 and an output interface 316, which are connected by an address bus 319 and a data bus 320. This control unit 300 includes:
Engine speed sensor 301, vehicle speed sensor 302, throttle opening sensor 303, select position switch 304, kick down switch 305, idle switch 306, full throttle switch 307, oil temperature sensor 308, input shaft speed sensor 309, overdrive switch 310, signals from a shift pattern selection switch 900, and the like. On the other hand, signals are output to the shift solenoids 64 and 66, the overrunning clutch solenoid 82, the lock-up solenoid 56, and the line pressure solenoid 44. The shift pattern selection switch 900 is operated by the driver to select a normal shift pattern or a power performance priority pattern in which the shift line is set to a higher vehicle speed side.

The control of the line pressure when the power performance priority pattern is selected is performed according to the control flow shown in FIG. First, it is determined whether or not the power performance priority pattern has been selected (step 102). If the power performance priority pattern has been selected, it is determined whether or not an upshift has been commanded (step 104), and an upshift has been commanded. In this case, a signal is output to the line pressure solenoid 44 to set the line pressure to the maximum value (106). This state of the line pressure maximum value is maintained for the time set in the timer (108). If an upshift has not been commanded in step 104, it is determined whether a downshift has been commanded (110). When a downshift is instructed, control is performed to minimize the line pressure (112). Note that the minimum line pressure here refers to the lowest oil pressure within a range in which slippage does not occur in frictional engagement elements such as clutches and brakes. The control of the line pressure minimum value is maintained for a predetermined time set in the timer (11).
4).

As a result, the line pressure becomes the maximum value during the upshift in which the power performance priority pattern is selected by the above control, and the hydraulic pressure is rapidly supplied to the frictional engagement element, so that the shift is performed in a short time. When a downshift is instructed, the line pressure is set to the minimum allowable value,
Similarly, the shift time is reduced. As described above, when the power performance priority pattern is selected, the shift time is shortened, so that the shortened portion of the time conventionally required for shifting can be used for acceleration. As a result, the power performance such as the acceleration capability of the vehicle is improved. It should be noted that the shift performance, such as a shift shock, is reduced to some extent by reducing the shift time. In the above embodiment, the hydraulic pressure is reduced to the allowable minimum value in all downshifts in which the power performance priority pattern is selected.However, the same control is performed only in the step-down downshift in which the downshift is performed by depressing the accelerator pedal. By doing so, it is possible to prevent the speed change performance from deteriorating when unnecessary. Note that the shift pattern selection switch 900 constitutes a shift pattern switching device, the line pressure solenoid 44, the pressure regulator valve 40, and the like constitute a line pressure control device. Steps 104 and 110 constitute shift determining means. 108 constitutes an upshift line pressure increasing means.
4 constitutes a downshift line pressure lowering means.

[0012]

As has been described above, according to the invention] According to the present invention, during an upshift the power performance priority pattern is selected to increase the line pressure in, to an acceptable minimum line pressure when a downshift is selected Since the lowering is performed, the operation timing of the friction engagement element at the time of shifting is advanced, the shifting time is shortened, and the power performance of the vehicle can be improved.

[Brief description of the drawings]

1 shows the relationship between the components of the present invention.

FIG. 2 shows a skeleton of an automatic transmission.

FIG. 3 shows a combination of elements acting at each shift speed.

FIG. 4 shows the left half of the hydraulic circuit of the automatic transmission.

FIG. 5 shows the right half of the hydraulic circuit of the automatic transmission.

FIG. 6 shows an arrangement relationship between FIGS. 4 and 5;

FIG. 7 shows the left half of the control unit.

FIG. 8 shows the right half of the control unit.

FIG. 9 shows an arrangement relationship between FIGS. 7 and 8;

FIG. 10 shows a control flow.

[Explanation of symbols]

44 Line pressure solenoid (line pressure control device) 900 Shift pattern selection switch (shift pattern switching device)

Claims (2)

(57) [Scope of request for utility model registration] An automatic transmission for a vehicle such as a rally is controlled.
A normal shift pattern and a normal shift line.
Either a shift pattern switching device capable of selecting one controllable line pressure control apparatus, the line pressure acting on the frictional engagement elements of the automatic transmission of the power performance priority pattern for setting a higher speed side than the shift pattern And a shift determining means for determining whether the commanded shift is an upshift or a downshift, and when the power performance priority pattern is selected and an upshift is commanded, the line pressure is transmitted to the line pressure control device. Upshift line pressure increasing means that outputs a command signal to be the maximum, and the lowest value within a range where the frictional engagement element does not slip to the line pressure control device when the power performance priority pattern is selected and a downshift is commanded. A control device for an automatic transmission, comprising: a downshift line pressure lowering means for instructing the automatic transmission. 2. The control device for an automatic transmission according to claim 1, wherein the downshift line pressure lowering means is configured to output a command signal only when the downshift is caused by depressing an accelerator pedal. .