JP2962189B2 - Control device for automatic transmission for vehicles - Google Patents

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to control of an automatic transmission for a vehicle.
It relates to improvement of the device. 2. Description of the Related Art A conventional automatic transmission for a vehicle is disclosed in
As disclosed in JP-A-13758,
Input shaft rotation speed change rate to the automatic transmission when shifting to
So that the rate of change becomes the target value set in advance.
Feedback control of the engaging force of the friction element related to the shift
What is known is. According to this control method,
Experiments were conducted to ensure that there was no shock and that the shifting time was optimal.
The engagement force of the friction element is controlled according to the target value
It is. [0003] However, the problem to be solved by the invention
Even with the configuration, there is a limit to shortening the shift time.
You. That is, in order to shorten the shift time, the engagement-side friction element must be suddenly moved.
Speed, but the shift shock is inevitable.
No. On the other hand, in general, automatic transmissions prevent shift shock.
Is the most desirable, so it is absolutely necessary to shorten the shifting time
Shift shock will not occur even if the target is slightly sacrificed
Set the target input shaft rotation speed change rate to a small
I have to suppress the shock. [0004] The present invention has been made in view of the above,
Gear transmission capable of achieving a plurality of gears, and the same gear transmission
The input shaft that transmits the driving force to the
A plurality of friction elements for achieving the plurality of gears,
Controlling the engagement force of a friction element
A plurality of friction elements, and a control for controlling an engagement force of each friction element.
Control device, wherein the friction element is
The engagement or disengagement of the plurality of friction elements
A predetermined friction element involved in achieving a predetermined gear position.
The control device detects a rotation speed of the input shaft.
Degree detecting means, and detecting a rotational speed change rate of the input shaft.
Rotation speed change rate detecting means, and the input shaft rotation speed change rate
Target value setting means for setting the target value of the input shaft rotation
The predetermined friction element so that the rate of change in speed becomes the target value.
Control to feedback control the engagement force
Means, wherein the target value setting means comprises:
Target value switching means for switching the target value according to the rotation speed
A control device for an automatic transmission for a vehicle, comprising:
Make a summary. [0005] The above-mentioned structure is such that the input shaft rotation speed is reduced during the gear shifting.
The target value can be switched accordingly, reducing the shift time and
Both of the prevention of the shift shock can be achieved.
In particular, the input shaft rotation speed until the input shaft rotation speed reaches a predetermined value
The degree changes with the first rate of change set to a large value.
After that, the input shaft rotation speed is changed with the second rate of change.
By changing the setting, it is possible to increase
The speed changes rapidly because it is controlled according to the target change rate
However, after shifting has progressed to some extent, a smaller target change
Since the control is performed in accordance with the conversion rate, the engagement force becomes gentle. An embodiment of the present invention will be described in detail with reference to the drawings.
I do. In FIG. 1, an engine crank (not shown)
The drive shaft 10 directly connected to the shaft receives the torque converter 12
Of the torque converter 12 via a power casing 14.
The torque converter 12 is connected to a pump 16.
Of the stator 18 is shifted through the one-way clutch 20
It is connected to the casing 22. In addition, the torque
The turbine 24 of the inverter 12 is
Switch 28, clutch 30 and clutch 32
The output side of the clutch 28 is connected via a first intermediate shaft 34.
And the first simple planetary gear unit 36 (hereinafter simply referred to as the first gear unit 36).
Carrier 38 and second simple planetary teeth
Of the vehicle device 40 (hereinafter simply referred to as the second gear device 40)
Connected to the second carrier 42 and the first intermediate
Connected to a brake 44 for stopping the rotation of the shaft 34
The output side of the clutch 30 is connected to the first
1 sun gear 46, and the output side of the clutch 32
(2) The first ring of the first gear train 36 via the intermediate shaft 48.
Gear 50 and the second sun gear 52 of the second gear train 40.
And the rotation of the second intermediate shaft 48 is stopped.
Connected to the brake 54 for causing the The first gear unit 36 is provided with the first sun gear.
46, a first pinion gear 5 meshing with the sun gear 46
6. While supporting the pinion carrier 56 rotatably,
The first carrier 38, which can rotate itself, the first pini
The first ring gear 50 meshing with the on-gear 56
And the second gear device 40 is provided with the second
Gear 52, a second pinion gear 5 meshing with the sun gear 52
8. The pinion gear 58 is supported rotatably and
The second carrier 42 which can rotate itself, the second pini
A second ring gear 60 meshing with the on-gear 58;
Have been. The second ring gear 60 is provided in the first
Output teeth via a hollow output shaft 62 through which the intermediate shaft 34 is inserted
It is connected to a car 64. The output gear 64 is connected to the input shaft 26.
At the right end of the intermediate transmission shaft 66 disposed substantially in parallel.
Meshed with the driven gear 68 via the idler 70
The left end of the intermediate transmission shaft 66 is provided with a differential gear device 72.
To the final reduction gear 76 connected to the drive axle 74 via
Are linked. In addition, as is clear from FIG.
The transmission casing 22 exits from the torque converter 12.
Up to a force gear 64, and an intermediate transmission shaft 66, a differential gear device
72 and the like. Each of the above clutches and brakes will be described later.
With an engaging piston device or servo device
The engagement and disengagement are performed by supplying and discharging hydraulic pressure.
You. The hydraulic pressure is controlled by a hydraulic control device shown in FIG.
Is selectively supplied to and discharged from each clutch and brake.
4 steps forward 1 by the combination of
The first gear is achieved. 76 is the input shaft 26
Input shaft rotation speed sensor for detecting the rotation speed of the motor, 7
8 indicates the rotation speed (corresponding to the vehicle speed) of the output gear 64.
It is a vehicle speed sensor for detecting. Table 1 shows changes in the operation of each clutch and brake.
It shows the relationship with the speed conditions, and in the table,
"O" indicates clutch or brake engagement, and "
The "-" marks indicate their release. In the above configuration, the brake 44 and the clutch
When the latch 30 is engaged, the first carrier 38 and the second carrier 38 are engaged.
The rear 42 is fixed to become a reaction force element, and the drive shaft 10
These driving forces are applied to the torque converter 12, the input shaft 26,
Switch 30, the first sankey 46, the first pinion gear 56,
First ring gear 50, second sun gear 52, second pinion
The power is transmitted to the output shaft 62 via the gear 58 and the second ring gear 60.
The output gear 64, the intermediate transmission shaft 66, the final
It is transmitted to the drive axle 74 via the reduction gear 76 and
As is clear from FIG. Next, the engaged state of the clutch 30 is maintained.
With the brake 44 released, the brake 54 is engaged.
Then, the rotation of the first ring gear 50 and the second sun gear 52
The rotation is stopped and becomes a reaction force element, and the driving force is changed to the first sun gear.
46, a first carrier 38, a second carrier 42, a second phosphor
And transmitted to the output gear 64 via the output gear
Thus, the second speed is achieved. Next, the engaged state of the clutch 30 is maintained.
Release the brake 54 and engage the clutch 28
And the first sun gear 46 and the first carrier 38 are integrally formed.
Since the first gear device 36 rotates, the entire first gear device 36 rotates integrally.
You. Therefore, the second sun gear 52 and the second carrier 42
Rotate integrally, so that the entire second gear train 40 is also integrated.
And the input shaft 26 and the output gear 64 rotate at the same rotational speed.
Third speed is achieved. Further, the engagement state of the clutch 28 is maintained.
With the clutch 30 released, the brake 54 is engaged.
And the second sun gear 52 becomes a reaction force element, so that the driving force is
First intermediate shaft, second sun gear 52, second pinion gear 5
8, the output gear 6 via the second carrier 42 and the output shaft 62
4 and the rotation of the output gear 64 rotates the input shaft 26.
A fourth overdrive speed is achieved. Next, the clutch 28 and the brake 54
Release the engagement and engage the clutch 32 and the brake 44.
Then, the second carrier 42 becomes a reaction force element, and the driving force is reduced.
Second intermediate shaft, second sun gear 52, second pinion gear 5
8, an output gear via the second ring gear 60 and the output shaft 62
The transmission is transmitted to the transmission 64 and the reverse gear is achieved. Next, in the gear transmission shown in FIG.
And a hydraulic control device for achieving the gear positions shown in Table 1.
And its operation will be described. Hydraulic control shown in FIG.
The device includes an oil reservoir 80, an oil pump filter 82, an oil passage.
From the variable discharge type oil pump 86
Pressure oil supplied to the torque converter 12 and
Each of the clutches 28, 30, and 32 of the transmission shown in FIG.
And the same clutch and
The brakes can be selectively supplied according to the driving condition of the vehicle.
Therefore, mainly the pressure regulating valve 88, the torque converter control valve 90,
Pressure reducing valve 92, manual valve 94, first hydraulic control valve 96, second oil
Pressure control valve 98, third hydraulic control valve 100, fourth hydraulic control valve
102, first switching valve 104, second switching valve 106, third off
Switching valve 108, fourth switching valve 110, fifth switching valve 112,
6 switching valve 114, first solenoid valve 116,
Solenoid valve 118, third solenoid valve 120, fourth solenoid
The solenoid valve 122 is a constituent element, and each element is connected to an oil passage.
Therefore they are tied. Each of the solenoid valves 116, 118, 12
Reference numerals 0 and 122 each have the same structure, and have electronic control described later.
Three-way valve that operates in response to an electrical signal from device 124
With coils 126, 128, 130, 132 and valves inside
The body 134, 136, 138, 140, the valve body in one direction
The biasing springs 142, 144, 146, 148
The coils 126, 128, 13
0, 132 in the non-excited state.
Oil in which 36, 138 and 140 communicate with the discharge port 150
Orifices 152, 154, 156 disposed in the road;
Oil passages 162 and 16 communicating with oil passage 160 by closing 158
4, 166, 168 and orifices 170, 172, 17
4, 176, oil passages 178, 180, 182,
184 and the respective coils in the excited state.
And each valve element is connected to each of the oil passages 162, 164, 166, 16
8, orifices 186, 188, 190,
192 is closed and oil passages 178, 180, 182, 184
The oil passages communicating with the discharge port 150 are communicated with each other.
Is configured. The electronic control unit 124 controls the driving state of the vehicle.
Accordingly, each solenoid valve 116, 118, 120, 122
To the oil passages 178, 180, 182, 1
84 is a duty control of the oil pressure in the
The input elements include the input shaft rotation speed sensor 76 and the vehicle speed sensor.
Sensor 78 detects the throttle valve opening of the engine (not shown)
Valve opening sensor 194 to detect the lubricating oil temperature
Sensor 196, setting of the position of the shift lever provided in the vehicle interior
Select position sensor 198 for detecting position, automatic
The range of gears to be shifted is defined as three forward speeds and four forward speeds.
It consists of signals from the auxiliary switch 200 etc. that switches between
Have been. Discharge from the oil pump 86 to the oil passage 202
The output pressure oil is adjusted to a predetermined pressure by a pressure adjustment valve 88,
Torque converter control valve 90, pressure reducing valve 92, and manual valve 9
It is led to 4. The manual valve 94 has L, 2, D, N, R, P
Six positions have selectable spools 204, L, 2, D
After the position is selected, the oil passage 202 is connected to the oil passage 206
As described above, the first solenoid valve 116 and the second solenoid valve
118, third solenoid valve 120, fourth solenoid valve 1
1st to 4th speed depending on the combination of ON and OFF of
The forward running state is appropriately achieved by the gear transmission, and the N position
Is connected to the oil passage 206 and the clutch 32.
The communication between the oil passage 208 and the oil passage 202 is
And the oil passage 206,
208 through the oil drain ports formed at both ends
When the R position is selected, the oil passage 202
Is communicated with the oil passage 208 and the reverse gear is transmitted to the gear transmission.
A state (gear stage) is achieved, and the illustrated P position is selected.
And the land 210 of the spool 204 blocks the oil passage 202
To make the gear transmission substantially neutral
It is. The pressure regulating valve 88 has pressure receiving surfaces 214, 216, 2
18 and a spring 222
And the second, third, or fourth speed is achieved.
When the oil pressure from the oil passage 202 is
226, the hydraulic pressure of the oil passage 202 is increased to a predetermined value
(Hereinafter, referred to as a first line pressure).
Is established, the oil passage 2
02 from the oil passage 224 on the pressure receiving surface 216.
Each pressure acts to reduce the oil pressure of the oil passage 202 to the first oil pressure.
A predetermined value higher than the line pressure (hereinafter referred to as a second line pressure)
Pressure), and when the reverse gear is achieved,
Oil passages 202, 224, oil on the pressure surfaces 214, 216, 218
The oil pressure of the oil passage 226 communicating with the passage 208
The hydraulic pressure of the oil passage 202 is higher than the second line pressure.
Regulating the pressure to a predetermined value (called the third line pressure)
It is. The torque converter control valve 90 is connected to the spool 2
28 and a spring 230, and the pressure is regulated by a pressure regulating valve 88.
The oil pressure of the oil passage 202 is changed to an oil passage 232, an oil passage 234,
Acts on the right end pressure receiving surface of spool 228 via oil passage 236
Predetermined according to the balance with the biasing force of the spring 230
Pressure to the torque converter 1 via the oil passage 234.
2. The torque converter 12
Oil discharged from the engine is shifted through the oil cooler 238
It is supplied to each lubrication section of the machine. The pressure reducing valve 92 includes a spool 240 and a spring.
242, and formed opposite to the spool 240.
Oil pressure and spring due to the area difference between the pressure receiving surfaces 244 and 246
From the oil passage 202 by the balance with the biasing force of the
The predetermined hydraulic pressure lower than the first line pressure
The hydraulic pressure is adjusted through the oil passage 160 to be described later.
Left side pressure receiving of each spool 96, 98, 100, 102
The hydraulic pressure is also supplied to the solenoid
Depending on the operating state of the valve 116, 118, 120, 122
The hydraulic pressure is further adjusted to the right side of each spool of the hydraulic control valve.
It is supplied to the pressure surface. The first hydraulic control valve 96 includes a spool 248 and
It has a spring 250, and
The oil passage 178 is increased or decreased according to a decrease or increase in the duty ratio.
Acts on the right pressure receiving surface 252 of the spool 248
Control oil pressure to the left of the drawing
Of the urging force to the left of the drawing, the pressure receiving surface 253 and the land 2
54 and the pressure receiving surface 255 and the pressure receiving surface 256
The resultant force of the oil pressure to the right of the drawing due to the area difference with the surface 257
Supply from oil passage 206 to oil passage 260 by balance
Controlled hydraulic pressure to a desired value according to the above duty ratio
it can. Further, the first solenoid valve 116 is connected continuously.
When the duty is 100%,
The control oil pressure acting on the pressure receiving surface 252 becomes zero and the spool
248 is displaced to the right in the drawing and land 254 is port 25
8 is closed and oil passage 260 communicates with the oil drain
Oil pressure is no longer guided to oil passage 260, and conversely,
When the power ratio is 0% (continuously non-excitation), the pressure receiving surface 252
Adjustment hydraulic pressure acts, the spool 248 is displaced to the left in the drawing.
The port 258 is opened and the oil pressure in the oil passage 206 is reduced.
It is guided to the oil passage 260 without being performed. The second hydraulic control valve 98 and the third hydraulic control valve 10
0, the fourth hydraulic control valve 102 is the first hydraulic control valve 96.
And the spool 26
2, 264, 266 and springs 268, 270, 27
2, a second solenoid valve 118, a third solenoid valve
120, the ON / OFF of the fourth solenoid valve 122 and the
Oil passage 206 and oil passages 274 and 27 according to the duty ratio.
6, 278, disconnecting and connecting with oil passages 274, 27
6, 278 can be controlled to a desired oil pressure.
It is. Each of the switching valves 104 to 114 has an associated
The gear shifting described above prevents malfunctions of each clutch and brake.
It prevents the device from locking up and
When the control device 124 fails, the manual valve 94 is switched.
The reverse, neutral and forward third speeds are reached
The first switch
The valve 104 has lands 280, 28 having the same pressure receiving area.
2 shows a spool 284 on which a spool 2 is formed, and FIG.
The spring 286 pressing the surface to the right, the spool 28
4 has hydraulic chambers 283 and 285 formed at both ends,
In the right end hydraulic chamber 283, the engine is running,
The line pressure is always guided through the oil passage 344 during the operation of the pump 86
To release the clutch 30
The hydraulic pressure is guided to the leftmost hydraulic chamber 285
Hydraulic pressure and a spring to the leftmost hydraulic chamber 285
The resultant force to the right of the drawing due to the urging force of 286 is the right end pressure
Oil pressure to the left due to the line pressure guided to the chamber 283
Overcome and displace the spool 284 to the right in the drawing
The communication between the oil passage 260 and the oil passage 288 is established by the land 280.
And the oil passage 288 is at the outlet (EX)
To ensure that the clutch 30 is released,
Movement can be prevented. In addition, the oil is
When pressure is not guided, the hydraulic pressure in the rightmost hydraulic chamber
Overcomes the biasing force of the spring 286 and
4 is displaced to the left end position, so that the oil passage 260 and the oil passage 28
8 are in communication with each other, and the clutch 30 can be engaged.
You. Of the other switching valves, the second, fifth and sixth switching
The valves 106, 112 and 114 have the same structure as the first switching valve.
Are formed, each having the same pressure receiving area.
Spools 294, 332, 340 on which lands are formed,
A spring for pressing the spools 294, 332, 340
296, 334, 342, oil to which line pressure is always guided
Pressure chambers 293, 331, 339 and optionally hydraulic pressure supply / discharge
Hydraulic chambers 295, 333 and 341 are provided.
No hydraulic pressure is supplied to the pressure chambers 295, 333, 341
At times, the oil drain port is closed with each land 292, 330, 336
Oil passages 298 and 300, oil passages 326 and 31
4. The oil passages 278 and 358 communicate with each other,
When hydraulic pressure is supplied to 5, 333 and 341, each land 29
At 0, 328, 338, each oil passage 298, 326, 278
Shut off and drain oil passages 300, 314, 358
It is configured to communicate with the mouth. The third switching valve 108 has the same pressure receiving area.
With lands 302, 304, 306
308, a spool for pressing the spool 308 to the right in the drawing.
Ring 310, hydraulic chamber 307 to which line pressure is constantly introduced, and
And a hydraulic chamber 309 to which hydraulic pressure is selectively supplied.
When the hydraulic pressure is not supplied to the hydraulic chamber 309,
When the drain port (EX) is closed between the lands 302 and 304
An oil passage 316 connected to the brake 54 will be described later.
The oil passage 312 connected to the fourth switching valve 110 communicates with the oil passage 312.
When hydraulic pressure is supplied to the pressure chamber 309, the oil passage 312 is set to a drain port.
(EX) and the oil passage 316 through the second switching valve 1
04 and the fifth switching valve 112
Is connected to the oil passage 314 connected to the
You. The fourth switching valve 110 has the same pressure receiving area.
Spools 32 having lands 318 and 320 formed thereon
2. Spring 324, hydraulic chamber 3 to which line pressure is supplied
19 and a hydraulic chamber 321 for selectively supplying and discharging hydraulic pressure
The configuration of each switching valve other than the third switching valve 108 is substantially the same.
If the hydraulic pressure is not supplied to the hydraulic chamber 321
Oil passage from which the hydraulic pressure from the third hydraulic control valve 100 is guided
276 through the ball valve 370 and the oil passage 372
An oil passage 368 connected to the hydraulic chamber 341 of the replacement valve 114;
Hydraulic pressure is supplied to the hydraulic chamber 321 through the oil passage 312.
When the oil passages 312 and 368 are closed by the land 320
In both cases, the oil passage 276 is connected to the fifth switching valve 112.
It is configured to communicate with the oil passage 326. The first to fourth solenoid valves 116, 1
18, 120, 122 ON (excitation), OFF (non-excitation)
Table 2 shows the relationship between the combination of
is there. [Table 2] Next, the operation of the hydraulic control device will be described.
You. FIG. 2 is a diagram showing a driving vehicle of the vehicle disposed in a cabin of the vehicle.
Set the conventionally known selector lever to the P or N position.
Is connected to the selector lever mechanically or electrically.
The manually operated valve 94 is set to the P or N position.
When the engine is started, the pressure generated by the oil pump 86
The oil pressure in the oil passage 202 controlled to a predetermined value by the valve 88 is
Path 232, torque converter control valve 90, oil path 234
To the torque converter 12 via the pressure reducing valve 92
The pressure is adjusted to the adjusted hydraulic pressure, and the pressure is
4, the hydraulic chamber 319 of the fourth switching valve 110, the sixth switching
The hydraulic chamber 339 of the valve 114 and the hydraulic chamber 2 of the second switching valve 106
93, hydraulic chamber 307 of third switching valve 108, first switching valve 1
04, and the hydraulic chamber 3 of the fifth switching valve 112
It is led to 31 respectively. Therefore, the fourth and sixth switching valves
Spools 332 and 340 of 110 and 114 are to the right in the drawing.
And other switching valves are displaced to the left in the drawing.
It is. Here, the driver operates the selector lever.
And select the D position, the manual valve 94 is set to the D position
Then, the oil pressure in the oil passage 202 is changed to the oil passage 2 through the manual valve 94.
06, and further from the electronic control unit 124 to the second source.
Energizes the solenoid valve 118 and the third solenoid valve 120
Then, immediately demagnetize the fourth solenoid valve 122 and
Operate the first solenoid valve 116 at a predetermined duty ratio.
And gradually reduce the duty ratio and finally demagnetize
A signal is output. Excited solenoid valves 118 and 12
The valve bodies 136 and 138 of 0 are displaced upward in the drawing.
Since the orifices 188 and 190 are closed, the oil passage 18 is closed.
The hydraulic pressure in the orifices 172 and 174
The discharge port 150 is discharged through the holes 154 and 156.
Will be issued. Therefore, the second and third hydraulic control valves 98, 10
Lands 34 formed on spools 262 and 264
6, 348 The pressure from the oil passage 160 acting on the pressure receiving surface on the left side
Hydraulic pressure overcomes bias of springs 268 and 270
And displace the spools 262 and 264 to the right in the drawing.
The oil passage 274 and the oil passage 276 are
Communication with the discharge ports 269 and 271
You. A demagnetized valve element of the fourth solenoid valve 122
140 closes the orifice 158 so that the oil passage 160
The adjustment oil pressure from oil passage 160 is not reduced.
Spooling via oil passage 184 without pressure reduction
Spool 266 acting on the right pressure receiving surface of
The communication between the oil passage 206 and the oil passage 278 is held at the left end position.
The state is via oil passage 350, ball valve 352 and oil passage 354.
Be kept. The hydraulic pressure in the oil passage 278 is
4. To operate the brake 44 via the oil passage 358
To the hydraulic chamber (not shown) to operate the brake 44
Let me know. The hydraulic pressure guided to the oil passage 358 is
360, second switching via ball valve 362, oil passage 364
The spool 294 is supplied to the hydraulic chamber 295 of the valve 106 and
The oil passage 298 is displaced to the right in FIG.
Since the oil passage 300 is cut off and communicated with the oil discharge port, the clutch
28 is reliably held open. Then, the oil passage 35
8 is further transmitted to the pressure regulating valve 88 through an oil passage 224.
Acting on the pressure receiving surface 216, the oil pressure of the oil passage 202
Adjust so that the line pressure becomes. On the other hand, the first solenoid valve 116
Operation at the same duty ratio.
Acting on the right pressure receiving surface of the spool 248
The same spool as the sum of the pressure and the urging force of the spring 250
248 that balances the hydraulic pressure acting on each pressure receiving surface.
The hydraulic pressure of a magnitude corresponding to the position of the pool 248 is
Partly through the first switching valve 104 and the oil passage 288.
To the clutch 30 according to the hydraulic pressure.
The clutch 30 is engaged by the resultant force, and the other part is
6 to the hydraulic chamber 333 of the fifth switching valve 112
You. Then, the duty ratio gradually decreases.
When it starts, the oil pressure in the oil passage 260 starts to rise.
As the engagement force of the latch 30 increases, the fifth switching valve 1
12, the pressure in the hydraulic chamber 333 also increases, and the land 328 left
Pressure acting on the side pressure receiving surface and biasing of the spring 334
The force exceeds the oil pressure acting on the pressure receiving surface on the right side of the land 330.
Then, the spool 332 is displaced to the right end position in the drawing, and the oil passage 31
4 is connected to the discharge port 335 and the first switching valve 104
The spool 284 is securely displaced to the left, and the oil passage 288 is discharged.
Do not communicate with the outgoing port 287. Deute above
0%, that is, the first solenoid valve 116 is demagnetized
In this state, the oil pressure in the oil passage 260 and the oil passage
In pressure, clutch 30 corresponds to the second line pressure
The first shift speed is achieved by engaging with the engaging force. At the first speed where a relatively large torque is transmitted,
In a state where the shift speed has been achieved, the clutch 30 and the
A second line pressure is supplied to activate rake 44
The engagement force of the brake 44 and the clutch 30 is
As a result, a relatively large torque can be transmitted. Next, the vehicle starts running and the throttle is opened.
The electronic control unit 124 controls the second speed based on the speed signal and the vehicle speed.
If it determines that it is necessary to shift up to the shift speed,
The controller 124 sets the first solenoid valve 116 in a demagnetized state.
And the second solenoid valve 118 is set to the excited state.
And the third solenoid valve 120 is detained.
100%, that is, the duty is gradually reduced from the complete excitation state.
And finally reduce it to 0%.
When the duty ratio of the solenoid valve 122 is 0%,
The duty ratio is gradually increased from the magnetic state,
A signal to be 0% is output. The first solenoid valve 116 is kept in a non-excited state.
The clutch 30 is also held in the engaged state.
Also, the second solenoid valve 118 is kept in the excited state.
The communication between the oil passage 206 and the oil passage 276 is interrupted.
Will be retained. The fourth solenoid valve 122 has a duty ratio of 0
The duty ratio is controlled to increase from the% (demagnetized) state.
Oil passage 184 communicates with the discharge port 150.
The oil pressure in the oil passage 184 decreases due to the start of
The pool 266 is gradually displaced rightward in the drawing.
Therefore, the oil passage 278 communicates with the discharge port, and the oil passage 27
8 begins to decrease gradually, so the oil passage 278
Oil pressure in oil passage 358 communicating via sixth switching valve 114
And the engagement force of the brake 44 starts to decrease. The oil passage 224 communicating with the oil passage 358
Pressure on the pressure receiving surface 216 of the pressure regulating valve 88
The hydraulic pressure to be used is reduced, and the spool 220 is
Balance at a position that reduces the oil pressure of And on
When the duty ratio further increases, oil passages 278, 358
The hydraulic pressure inside is further reduced, and the engagement force of the brake 44 is further increased
The pressure drops and eventually is released, and the pressure in the oil passage 202 is reduced.
The power also decreases and finally (duty rate 100%)
Converges to line pressure. The third solenoid valve 120 has a duty ratio
The duty ratio gradually decreases from the state excited at 100%
The oil passage 27 which was set in the discharge port 271
6 is gradually communicated with the oil passage 206 so that the oil passage 2
The oil pressure in 76 also rises gradually and leads to the fourth switching valve 110
A part of the oil passage 312, the third switching valve 108, and the oil passage 316.
Is led to the brake 54 via the
To the direction of engagement and to the oil passage 312
A part of the applied hydraulic pressure is the oil passage 360, the ball valve 362, the oil passage
Guided to the hydraulic chamber 295 of the second switching valve 106 via 364
It is. In addition, other components guided to the fourth switching valve 110
Some of the oil pressure of the oil pressure 368, ball valve 370, oil passage 3
It is led to the hydraulic chamber 391 of the sixth switching valve 114 via 72
You. Then, the duty ratio further decreases, and the oil passage 276
When the oil pressure in the inside further increases, the engagement force of the brake 54 increases.
And the hydraulic chamber of the first switching valve 106
295 and the hydraulic pressure in the hydraulic chamber 391 of the sixth switching valve 114
Ascends and presses the oil pressure and the spring 296 or 342
Combined force with the hydraulic pressure in the hydraulic chamber 293 or 339
Turning, the spool 294 moves to the right in FIG.
40 is displaced to the left so that the oil passage 300 and the discharge port 29
7, and the oil passage 358 and the discharge port 343 are connected to each other.
The residual pressure in the passages 300 and 358 is discharged. Further, the dew of the third solenoid valve 120
When the tee rate becomes 0% (demagnetization), it corresponds to the first line pressure.
The brake 54 is engaged by the engagement force that is applied. Next, the vehicle speed further increases and the electromagnetic
Gear 124 upshifts from second speed to third speed.
When the electromagnetic control device 124 determines that the
The id valve 116 is demagnetized, and the fourth solenoid valve 1
22 in the excited state, and from the first speed to the second speed.
Same as the fourth solenoid valve 122 in the shift to the first gear.
The duty ratio of the third solenoid valve 120 is set to 0% (demagnetization
State) and gradually increase to 100% (excitation state)
State) and change from the first gear to the second gear.
The second solenoid valve is similar to the third solenoid valve 120 at the first speed.
The duty ratio of the id valve 118 is gradually reduced from 100%
Then, a signal that finally becomes 0% is output. The first solenoid valve 116 is demagnetized.
The communication state between the oil passage 206 and the oil passage 288
Are the first hydraulic control valve 96, the oil passage 260, the first switching valve 104
And the clutch 30 is held in the engaged state.
You. Further, the fourth solenoid valve 122 is held in the excited state.
The oil passage 278 communicates with the discharge port 273
And the brake 44 does not operate. The third solenoid valve 120 has a duty
Operated with duty ratio gradually increasing from 0%
Therefore, the spool 264 of the third hydraulic control valve 100 gradually
The oil balance in the oil passage 276 comes to be balanced on the right side of the drawing.
Pressure begins to escape from discharge path 271. Therefore, the oil passage 27
6, the fourth switching valve 110, the oil passage 326, the fifth switching valve 11
2, via the oil passage 314, the third switching valve 108, and the oil passage 316.
At the same time as the engaging force of the brake 54
The hydraulic pressure in the hydraulic chamber 295 of the second switching valve 106 also decreases,
The pool 294 is displaced to the left and the oil passage 298 and the oil passage 300
Is in communication. And the duty ratio is 10
As the pressure approaches 0%, the oil pressure in the oil passage 276 further decreases.
And the engagement force of the brake 54 further weakens and eventually releases
State. Here, the brake 54 is connected to the oil passage 316 and the third
Via the switching valve 108, the oil passage 314, and the second switching valve 112
Since it is connected to the discharge port 335, the brake 54
Malfunction is prevented. On the other hand, the signal to the second solenoid valve 118 is
Since the duty ratio starts to decrease gradually from 100%,
Pool 262 gradually balances to the left of the drawing
The oil passage 274 starts to communicate with the oil passage 206,
The hydraulic pressure in the fourth switching valve 110 gradually increases due to the
321, a hydraulic chamber 341 of the sixth switching valve 114, a third switching valve
108 to the hydraulic chamber 309 and the second switching valve 1
06 to the clutch 28.
In the direction of engagement. Above duty ratio
When it decreases, the fourth switching valve 110 spool 322 and the sixth
The spool 340 of the switching valve 114 is moved to the left in the drawing.
The spool 308 of the 3 switching valve 108 is displaced to the right in the drawing.
Oil passage 276, oil passage 326, oil passage 358 and discharge port.
Port 343 (to prevent malfunction of brake 44) oil passage 3
14 and oil passage 316, and oil passage 312 and discharge port 311
And the engagement force of the clutch 28
Is increased. Then, the duty ratio becomes 0%.
And the clutch operates at an engagement force corresponding to the first line pressure.
The third shift stage is achieved by the engagement. Further, the vehicle speed increases and the electronic control unit 12
4 to shift from the third speed to the fourth speed
If the electronic control device 124 determines that the
The solenoid valve 118 is demagnetized, and the fourth solenoid valve
122 is maintained in an excited state, and the first solenoid valve 116
The duty ratio is gradually increased from 0% to 100
%, And the duty ratio of the third solenoid valve 120
Signal gradually decreasing from 100% to finally 0%
Is output. The second solenoid valve 118 is demagnetized.
The communication state between the oil passage 206 and the oil passage 274 is maintained.
And the same oil passage 2 as when the third speed is achieved.
The first line pressure in 74 is switched via oil passage 372 to the third
Hydraulic chamber 309 of valve 108, hydraulic chamber 3 of fourth switching valve 110
21, through the oil passages 374 and 372, the sixth switching valve 114
Guided to the hydraulic chamber 341, the sprue of the third switching valve 108
To the right side of the drawing, the spool 3 of the fourth switching valve 110
22 to the left of the drawing, the spool 340 of the sixth switching valve 114
To the left of the drawing. And the above oil passage
The oil pressure in 274 is controlled by the oil passage 298, the second switching valve 106, the oil
Since it is also guided to the clutch 28 via the road 300,
The clutch 28 is held in the engaged state. The fourth solenoid valve 122 is demagnetized.
Oil passage 278 in the same manner as when the third speed is achieved.
Continue to communicate with the discharge port 273,
Does not generate hydraulic pressure, and the oil
The passage 358 is connected to the discharge port 343 of the sixth switching valve 114.
The brake 44 may malfunction due to the
Absent. The signal for operating the first solenoid valve 116 is
The duty ratio is controlled to gradually increase from 0%
Therefore, the oil pressure in the oil passage 178 gradually decreases and the first oil pressure
The spool 248 of the control valve 96 is balanced on the right side of the drawing,
The oil passage 260 communicates with the discharge port 251 of the control valve 96.
Begin to. Therefore, the oil pressure in the oil passage 260 gradually decreases.
Then, the oil passage 260 passes through the first switching valve 104 and the oil passage 288.
And the engaging force of the clutch 30 communicated gradually decreases.
With the oil passage 260 via the oil passage 356.
The hydraulic pressure in the hydraulic chamber 333 of the fifth switching valve 112 also decreases.
You. The duty ratio rises and the oil passage 260
When the oil pressure further decreases, the engagement force of the clutch 30 further increases.
And the hydraulic pressure in the hydraulic chamber 333 decreases,
332 is displaced to the left in the drawing and the oil passages 326 and 3
14 is in a communication state. And the duty ratio is
When the pressure reaches 100%, the pressure in the oil passage 260 becomes 0 kg / cm.
² And the clutch 30 is released. On the other hand, the third solenoid valve 120 is operated.
The signal should gradually decrease from 100% duty ratio
As a result, the oil pressure in the oil passage 182 rises and the third oil pressure
The spool 264 of the control valve 100 is balanced on the left side of the drawing.
As a result, the oil passage 276 is disconnected from the discharge port 271.
At the same time, communication with the oil passage 206 starts. Therefore, the oil passage 27
The hydraulic pressure in 6 is the fourth switching valve 110, the oil passage 326, the fifth switching
Valve 112, oil passage 314, third switching valve 108, oil passage 316
To the brake 54, and engage the brake 54
And the hydraulic pressure is applied to the first switching valve 1
It is also led to the hydraulic chamber 285 of 04. When the duty ratio further decreases, the above
Since the oil pressure in the oil passage 276 increases, the brake 54
Of the hydraulic chamber 285 also increases.
The resultant force of the force and the urging force of the spring 286 is
Spool 284 is displaced to the right in the drawing when the oil pressure exceeds
The oil passage 288 communicates with the discharge port 287 to
The malfunction of the switch 30 is prevented. And the above duty ratio
Becomes 0%, the pressure in the oil passage 274 becomes equal to the first line pressure.
The brake 54 is engaged with the engagement force corresponding to the line pressure.
Thus, the fourth speed is achieved. As described above, the first gear to the fourth gear
The operation of the upshift up to was described,
The operation of the downshift from the gear to the first gear is
It ’s just the reverse of the upshift
Therefore, the description is omitted. If the selector lever is 2
Alternatively, when the position is set to the L position, the electronic control unit 124
Is changed to the first speed and the second speed.
Between the first gear and the second gear.
Only speed control is performed.
It is exactly the same as when the lever is set to the D position.
Therefore, the description is omitted. Next, the driver of the vehicle operates the selector lever.
To select the R position and the manual valve 94 is set to the R position
And the oil passage 202 becomes in communication with the oil passage 208.
The communication with the oil passage 206 is cut off. Also, electronic control unit
124 is a signal for deactivating all the solenoid valves.
Output. The hydraulic pressure guided to the oil passage 208 is
32 is supplied to a hydraulic chamber (not shown) for operating
The clutch 32 to the engaged state.
Through the pressure regulating valve 88 to act on the pressure receiving surface 218.
In addition, the oil passage 376, the ball valve 352, the oil passage 354, the fourth
Via the hydraulic control valve 102, the oil passage 278, and the sixth switching valve 114
To oil passage 358, oil passage 360, and oil passage 224, respectively.
I will The hydraulic pressure guided to the oil passage 358 is applied to the brake
44 is supplied to a hydraulic chamber (not shown) for operating
The hydraulic pressure guided to the oil passage 360 by operating the brake 44 is
The second switching valve 106 via the ball valve 362 and the oil passage 360
To the hydraulic chamber 295, and move the spool 294 rightward in the drawing.
Displace and close the oil passage 298 by the land 290
With the oil passage 300 and the discharge port 297
The malfunction of the clutch 28 is prevented. In addition, to oilway 224
The guided hydraulic pressure is supplied to the pressure regulating valve 88 and applied to the pressure receiving surface 216.
To use. Therefore, it acts on the pressure receiving surfaces 216 and 218.
The oil pressure raises the oil pressure in the oil passage 202 to the third line pressure.
The brake 44 and the clutch 32 are relatively strongly engaged.
The reverse is used to transmit a relatively large torque.
Of the above brakes and clutches
A large torque capacity can be secured. Next, when a failure occurs in the electronic control unit 124,
If the controller 124 detects a failure,
Turn off all signals output to the id valve and control each hydraulic pressure
Displace all spool valves of the valve to the left end position in the drawing. Obedience
Thus, the manual valve 94 achieves at least the forward gear.
(D, 2, L) and the oil passage 202 is
If the line pressure is in communication with the oil passage 206,
From the first hydraulic control valve 96 to the hydraulic circuit.
The hydraulic pressure guided to 260 is the leftmost hydraulic pressure of the fifth switching valve 112.
And the clutch 28 is brought into the engaged state.
The spool 332 is guided to the rightmost hydraulic chamber of the switching valve 110,
The oil passage 326 and the oil passage 314
Shut off and via the first switching valve 104 and the oil passage 228
To the clutch 30 to bring the clutch 30 into the engaged state.
You. The hydraulic pressure guided to the second hydraulic control valve 98 is an oil passage.
274, the oil passage 372, the left end of the third switching valve 108
Guided to the hydraulic chamber to displace the spool 308 to the right in the drawing
Oil passage 298, second switching valve 106, oil passage 30
0 to the clutch 28 to engage the clutch 28
Into the state, and guided to the rightmost hydraulic chamber of the fourth switching valve 110.
The spool 322 is displaced to the left in the drawing,
The oil passage 326 communicates with the oil passage 326,
370, the right end oil of the sixth switching valve 114 via the oil passage 372
Oil is led to the pressure chamber and displaces the spool 340 to the left in the drawing.
The communication between the passage 278 and the oil passage 358 is cut off. The third hydraulic control valve 100 is connected to the oil passage 27
The hydraulic pressure guided to 6 passes through the fourth switching valve 110 and the oil passage 326.
Through the fifth switching valve 112. But the fifth switch
The oil passage 326 and the oil passage 31 by the land 328 at the valve 11
4, the oil pressure in the oil passage 326 becomes
It is not guided to the oil passage 314. Oil from the fourth hydraulic control valve 102
The hydraulic pressure guided to the path 278 is guided to the sixth switching valve 114.
You. However, the communication between the oil passage 278 and the oil passage 358 is
The brake 44
Does not work. Therefore, the electronic control unit 124 is out of order,
And when the manual valve 94 is set to the D, 2 or L position
At this time, the clutch 28 and the clutch 30 are engaged.
Therefore, the third speed is achieved, and the vehicle can run at all.
It never goes away. On the other hand, the electronic control unit 124 is out of order and
When the manual valve 94 is set to the R position, see Table 2
It is exactly the same as achieving the reverse gear
The clutch 32 and the brake 44 are actuated.
When the electronic control unit 124 fails,
Can be achieved. Up to now, the first solenoid has been described for simplicity.
Valve 116 to fourth solenoid valve 122 are simply duty controlled
Control, the supply or discharge of hydraulic pressure during shifting is reduced.
It was described as being performed in various ways.
Hydraulic control method for power reduction
FIG. 3 to FIG. 3 show an example of shifting from a high gear to a second gear.
This will be described with reference to FIG. FIG. 3 shows the brake 5 in FIG.
4 (a) and 4 (b) show the specific configuration of the clutch 2.
8 and the hydraulic pressure P supplied to the brake 54 _C , P _B Control
5 (a), (b),
(C) is the oil supplied to the clutch 28 and the brake 54
Pressure P _C , P _B Change characteristics of input shaft rotation speed and output shaft torque
It shows. In FIG. 3, the brake 54 is
Longitudinal direction of the casing 22 on the inner peripheral portion of the casing 22
Pressed slidably (right and left direction in Fig. 3)
Plate 378, reaction plate 379 and multiple
Several brake plates 380, transmission gearing above
22 and fixed to the inner peripheral portion of
Ring 38 that regulates the rightward slide of the drawing
2, alternately arranged between the plates 378 and 380
And a slidably provided in the longitudinal direction on the second intermediate shaft.
Rake disk 384, press plate 378
Return spring 386 and spring 3
It consists of biston 388 that abuts 86. The state in which the second intermediate shaft 48 is rotating
The hydraulic pressure guided to the hydraulic chamber 390 via the oil passage 316
When acting on the piston 388, the pressure plate 37
8, brake disc 384, brake plate 38
0, the reaction plate 379 moves to the right in FIG.
And the reaction plate 379 is snap ring 3
82 and the brake disc 384
Frictional force is generated between the second intermediate shaft
The rotation speed of 48 decreases and finally stops. Above friction
The force, ie, the engagement force of the brake 54, is
For example, it becomes larger.
It is possible to control the magnitude of the engagement force. Next, when the hydraulic pressure decreases, the return
Piston 388 moves to the left in the drawing due to the action of pulling 386
Displaced, brake disc 384 and brake plate 3
80 and finally the second intermediate
The shaft 48 is rotatable with respect to the casing 22. Further, the brake 54 is connected to the piston 38
8 and a contact 392, one end of which is connected to the power source,
And a resistor 394 connected to ground.
The contact 392 slides on the resistor 394,
The voltage appearing at the output terminal connected to 392 changes,
The voltage decreases as the piston moves to the right.
It is configured to: Therefore, the voltage is detected.
Thus, the position of the piston 388 can be obtained.
Wear. Next, to the clutch 28 and the brake 54
Supplied hydraulic pressure P _C , P _B FIG. 4 (a)
This will be described with reference to (b) and FIG. For example, 3rd speed
In order to accelerate a vehicle running at
The driver of the vehicle depresses the accelerator pedal relatively large
And a downshift command is issued from the electronic control unit 124.
And the clutch that is released when achieving the second speed
H, the engaged brake 54 (the clutch 30
Is maintained in the locked state) _C , P _B Control
4 (a), which will be described below,
Second solenoid based on the flowchart shown in (b)
Output to the valve 118 and the third solenoid valve 120. First, the clutch which is the engagement element to be released
Hydraulic pressure P _C Control based on FIG. 4 (a)
Will be explained. Downshift command from electronic control unit 124
When a signal is issued, oil pressure P _C Control starts (step
(1)) The engaging force of the clutch 28 is reduced, and the input shaft 2
A first and a second carrier 38 rotating integrally with 6,
42 to allow rotation relative to the input shaft 26.
Of hydraulic pressure being guided to clutch 28 to start speed
Value P _C (Initial line pressure) to a predetermined value, ΔP _C Subtract
And subtracts the subtracted value from the above P _C (2)
Is executed, and the replaced hydraulic pressure value in step (3) is executed.
P _C Solenoid valve 11 at a duty ratio corresponding to
A process for outputting a command for operating the control unit 8 is executed. Then, in step (4), the input shaft rotation speed N
i and the output shaft rotation speed No (the rotation speed of the output gear 64
Corresponding) is detected, and in step (5), the input shaft rotation
The rotation speed Ni is the speed ratio between the output shaft rotation speed No and the third speed.
ih or not, ie, input / output axis 2
Whether or not the effective speed change has started due to the change of the speed ratio of 6, 62
Is determined, and if NO, the determination result becomes YES.
The above subtracted P _C From ΔP _C Subtract the clutch 2
8 to further reduce the engaging force.
Step (5) is repeatedly executed (region in FIG. 5). Then, the effective shift starts, and
If the determination result of (5) is YES, an effective shift is started.
After that, the input shaft rotation speed Ni becomes the predetermined rotation speed 2 (i
h + ie) · Until it reaches No / 3 (hereinafter X zone)
The input shaft rotation speed Ni is relatively large.
Step (6) of setting the target change rate x is executed,
Further, in step (7), the input shaft rotation speed Ni is
Predetermined rotation speed 2 (ih + ie) · No / 3 (i in the equation
e is the second speed ratio). A predetermined operating state of the transmission during a gear shift is
The predetermined rotation speed shown is as apparent from the equation.
And slightly lower than the input shaft rotation speed Ni in the second speed.
The input shaft rotation speed Ni
After reaching the predetermined rotation speed,
Conditions for changing the target change rate to a relatively small value.
You. Note that the target change rate of the input shaft rotation speed Ni is changed slightly.
The hydraulic pressure P _C Input speed
Exceeds convergence of shaft rotation speed Ni to rotation speed equivalent to second speed
-Smooth without shoot, hunting, etc.
At the same time as reducing the overall shifting time.
Wear. Immediately after the start of shifting, the change in the input shaft rotation speed Ni is changed.
Since the conversion is negligible, the determination in step (7) above
Another result is NO, and the actual change rate N of the input shaft rotation speed Ni is
Step (8) of calculating i is executed, and the step
In (9), the difference Δ between the actual change rate i and the target change rate i
i is calculated. Then, Δi approaches “0”
Correction oil pressure ΔP according to the magnitude of Δi _C '
Step (10) and the same ΔP _C 'Original hydraulic pressure P _C Join
New P _C Step (11) to replace
P _C Solenoid valve 118 with a duty ratio corresponding to
And (12) for operating the
In step (13), the rotation speeds Ni and No of the input shaft and the output shaft
And returns to step (7) again (see FIG. 5).
Area). Steps (7) to (13) are repeated several times
And the input shaft rotation speed Ni rises,
In (7), the input shaft rotation speed Ni reaches a predetermined rotation speed.
If it is determined that it has reached, it is valid from the end of the X zone
Until a complete shift is completed (hereinafter referred to as Y zone)
Target change rate of input shaft rotation speed Ni at
Step (14) for setting y and input shaft rotation speed Ni
(15) of calculating the actual change rate i of
It is. Then, the actual change rate i and the target change rate
Step (16) of calculating a difference Δi from y and Δi
Correction according to the magnitude of Δi so that is closer to “0”
Oil pressure ΔP _C 'And (Δ)
P _C 'Original hydraulic pressure P _C To the new P _C Replace as
Step (18) and P _C With a duty ratio corresponding to
Step (1) for operating the second solenoid valve 118
9) is executed, and in step (20), the hydraulic pressure P _C But
It is determined whether or not "0" has been reached. The above effective shift is
Oil pressure P in Y zone before completion _C Becomes “0”
No, the result of the determination in step (20) is NO
And the input shaft rotation speed Ni is detected in step (21).
After that, return to step (15) again,
(15) to (21) are repeatedly executed. On the other hand, the hydraulic pressure supplied to the brake 54 described later
P _B Control, the input shaft rotation speed Ni is equivalent to the second speed
And the completion of the effective shift is detected.
Hydraulic pressure P _B Is increased, and the engagement force of the brake 54 is increased.
Calculated in the above steps (21) and (15)
Since the actual change rate Ni of the input shaft 26 becomes “0”,
ΔNi calculated in step (16) becomes a negative value. This
Therefore, the above steps (15) to (21) are repeatedly performed.
When running, the hydraulic pressure P _C Decreases to eventually “0”
Then, the determination result in step (20) becomes YES and the hydraulic pressure
P _C Is ended (that is, the shift is ended). (Stay
(Area (FIG. 5) in FIG. 5) _C In the control of
The target change rates x and y of the shaft rotation speed Ni are determined at the start of shifting.
Or the vehicle running speed and engine at an appropriate time during shifting
This is set according to the vehicle driving state such as load. Next, the brake which is the engagement element to be engaged
Oil pressure P supplied to 54 _B Control based on FIG. 4 (b).
Will be described. Downshift finger from electronic control unit 124
Command signal, the hydraulic pressure P _C Control and oil at the same time
Pressure P _B Control is started (step (23)).
Input shaft rotation speed Ni, output shaft rotation speed in step (24)
No and the piston 388 position k of the brake 54 (0 strike
Maximum value at the low stroke position and minimum value at the full stroke position
Is detected, and in step (25), the input shaft rotation speed Ni
Is equal to the product of the output shaft rotation speed No and the speed ratio ie of the second speed.
Whether or not the effective gear shift has been completed
Is determined. If the decision result in the step (25) is YES
If this is the case, _B Control is executed to increase
In other words, the hydraulic pressure P _C Input shaft rotation by the control action of
Step (2) until the rotation speed Ni reaches the second speed.
The determination result in 5) is NO. If the result of the determination in step (25) is NO
If so, the following feedback control is performed. First,
In step (26), the piston 388
Predetermined position immediately before engagement (for example, full stroke position
0.6 mm before).
Separated. In the case immediately after the start of shifting, the piston 38
8 has not started the stroke yet,
Since it has not reached the position,
Since the determination result in (26) is k−0.6> 0,
The predetermined initial hydraulic pressure P guided to the brake 54 _B Predetermined
Corrected oil pressure ΔP _B And the added hydraulic pressure P _B + ΔP
_B The new P _B As the original P _B Step (2)
7) is executed and the new P _B With a duty ratio corresponding to
Step (28) of operating the third solenoid valve 120 includes
It is executed and returns to step (24) again. Steps (24) to (28) are repeated
And the piston 388 is engaged in step (26).
It is determined that k-0.6 <0 due to excessive stroke in the direction
And the hydraulic pressure P _B From the predetermined oil pressure ΔP _B Pull and pulled hydraulic
P _B −ΔP _B The new hydraulic pressure P _B As the original P _B Replace with
Step (29) is executed, and the step (28)
Is executed. Then, in the determination step (26), the
Stone 388 strokes to a predetermined position and k-0.6 =
If it is determined to be 0, a command is issued in the immediately preceding step (28).
Hydraulic pressure P _B 3rd solenoid at duty ratio corresponding to
Step (2) while the operation of the valve 120 is maintained.
Step (24) until the determination result in 5) is YES
To (26) are repeatedly executed. In addition, even during this time
When the position of the piston 388 deviates from the predetermined position
Step (27) or (29) and step (28) are executed
And the determination result in the step (25) becomes YES.
Until it holds Biston 388 in the above specified position.
Is controlled. The above control is executed in the region of FIG.
It is what is done. Oil pressure P to clutch 28 _C Above control
As a result, the input shaft rotation speed Ni is appropriately increased to
Is completed, the result of the determination in the above step (25) is completed.
Is YES, the guide to the brake 54 is made at that time.
Hydraulic pressure P _B Whether the pressure is the line pressure Pl
A determination step (30) is performed. However, the hydraulic pressure P _B Is the above step (2)
6) to (29), the piston 3
88 is just big enough to hold 88 in place
Therefore, the hydraulic pressure P _B Predetermined oil pressure ΔP _B Add new oil
Pressure P _B Same as step (31) _B To
Create the third solenoid valve 120 with the corresponding duty ratio
(32) is executed, and thereafter the hydraulic pressure P _B But
Steps (30) to (3) until the pressure becomes equal to the line pressure Pl.
2) is repeatedly executed, and finally the hydraulic pressure P _B Is the line pressure
Pl, and the discrimination result in the step (30) is YES.
Then, in step (33), the hydraulic pressure P _B Control, that is, shifting
Is terminated. (Area in FIG. 5) In the embodiment described above, the piston 3
88 was held at a position immediately before the brake 54 was engaged.
However, the piston 388 is at a position where the brake 54 is initially engaged.
Even if it is controlled to stand by at the same position, the same
It works. The position of the piston 388 is detected.
Although the position sensor was used for the operation, the oil passage 31 in FIG.
6 or the transmission casing 22 and the piston 388
A sensor for detecting the oil pressure in the hydraulic chamber formed by
The point at which the hydraulic pressure starts to increase due to the start of engagement of the brake 54
Is detected, the initial engagement state of the brake 54 is
The detection may be performed. Further, in the above-described embodiment, the third speed is selected.
From power-on downshift to second gear
As mentioned, other downshifts and upshifts
Needless to say, the same control can be applied in the case of gear shifting
Nor. According to the configuration of the present embodiment, the engagement element of the release example
Is effective only by controlling the engagement force of the clutch 28.
And the brake 54 which is the engagement side engagement element in the meantime.
Is held in the position immediately before engagement, and the effective shift is completed.
At the same time, the engagement of the brake 54 is started.
So, while the effective shift is being executed, the release side engagement element
By receiving torque transmission to the output shaft.
The effect of minimizing the drop in output torque
I do. According to the configuration of the above embodiment, the effective
After the shift is started, the rotation speed Ni of the input shaft becomes a predetermined value.
(X zone) until Ni is relatively large change rate
, And after the specified value is reached,
Is relatively small until the process is completed (Y zone).
Since it is controlled to change with the rate of change,
Supplied to the disengagement side engagement element (clutch 28) in the
Increase the change speed of the hydraulic pressure
In addition to shortening the speed time, the release side
Change speed of hydraulic pressure supplied to the coupling element (clutch 28)
Rotation speed equivalent to the second speed of input shaft rotation speed Ni
Smooth convergence to degree, reducing shift time and shifting
Obtaining two conflicting effects of preventing shock
it can. When the electronic control unit 124 fails.
Is configured so that all solenoid valves are turned off.
Therefore, the third gear, neutral and reverse gears
Steps are achievable and the vehicle is completely disabled.
I do not. Further, according to the hydraulic control device of this embodiment,
The oil passage leading to the engagement element not involved in achieving the speed
It is configured to communicate with the discharge port by a valve.
Therefore, it is necessary to achieve the shift speed due to a malfunction of the solenoid valve, etc.
Hydraulic pressure is supplied to the above-mentioned engagement elements that are not involved, and the gear transmission
This has the effect that the device is not locked. In this embodiment, each hydraulic control valve
96 to 102, each solenoid valve 116 to 122, 3rd off
Each of the switching valves 104 to 114 except the switching valve 108
It is made up of common parts, keeping production costs low
And erroneous assembly can be prevented. Further, the oil pump 86 is of a variable discharge type.
Therefore, it is necessary to discharge only the minimum necessary amount of oil.
The load on the engine that drives the pump 86
It has an effect that can be reduced. According to the present invention, the transmission is set to the predetermined
The input shaft rotation speed changes first until the
Rate, and after reaching, the input shaft rotation speed
Since it is controlled to change with the second change rate,
The first rate of change is set to be larger than the second rate of change.
The shift time is short and the shift shock is small.
The effect that speed can be performed is produced.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a power train diagram of an automatic transmission for a vehicle to which one embodiment of the present invention is applied. FIG. 2 is a circuit diagram showing a hydraulic control device of the automatic transmission. FIG. 3 is a block diagram showing a specific configuration of the brake 54 in FIG. 1; FIG. 4 is a flowchart showing a control mode at the time of shifting according to the present embodiment; FIG. Fig. 5 (b) is a flowchart showing the control mode of the hydraulic pressure applied to the brake 54. Fig. 5 is a graph 26 showing the change characteristics of the changing elements that change during the shift of the automatic transmission in this embodiment. Input shafts 28, 30, 32 Clutches 44, 54 Brake 96, 98, 100, 102 Switching valves 116, 118, 120, 122 Solenoid valve 124 Electronic control unit

Continuation of the front page (58) Field surveyed (Int.Cl. ⁶ , DB name) F16H 61/04 B60K 41/06 F16H 59:42 F16H 59:48

Claims (1)

(57) [Claims] A gear transmission capable of achieving a plurality of gears, an input shaft for transmitting a driving force to the gear transmission, a plurality of friction elements for achieving the plurality of gears by a combination of engagement and disengagement; and each friction element And a control device for controlling the engagement force of the friction element, wherein the friction element includes a predetermined friction element involved in achieving a predetermined gear by being engaged or released among the plurality of friction elements, The control device includes: a rotation speed detection unit that detects a rotation speed of the input shaft; a rotation speed change ratio detection unit that detects a rotation speed change ratio of the input shaft; and a target value of the input shaft rotation speed change ratio. Target value setting means to be set, and feedback control means for performing feedback control of the engagement force of the predetermined friction element so that the input shaft rotation speed change rate becomes the target value,
The control device for an automatic transmission for a vehicle, wherein the target value setting means includes target value switching means for switching the target value according to the input shaft rotation speed. 2. The target value setting means further includes a first target value setting means for setting a first target value, and a second target value setting means for setting a second target value, and the feedback control means includes: Until the rotation speed reaches the predetermined value, the first
2. The control device for an automatic transmission for a vehicle according to claim 1, wherein feedback control is performed according to a target value, and feedback control is performed according to the second target value when the predetermined value is exceeded. 3. 3. The control device for an automatic transmission for a vehicle according to claim 2, wherein the first target value is larger than the second target value.