JP3387384B2 - Control device for automatic transmission - Google Patents

Control device for automatic transmission

Info

Publication number
JP3387384B2
JP3387384B2 JP24318397A JP24318397A JP3387384B2 JP 3387384 B2 JP3387384 B2 JP 3387384B2 JP 24318397 A JP24318397 A JP 24318397A JP 24318397 A JP24318397 A JP 24318397A JP 3387384 B2 JP3387384 B2 JP 3387384B2
Authority
JP
Japan
Prior art keywords
shift
valve
pressure
speed
engagement
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
Application number
JP24318397A
Other languages
Japanese (ja)
Other versions
JPH1182727A (en
Inventor
一雅 塚本
義久 山本
洋 筒井
正明 西田
明智 鈴木
Original Assignee
アイシン・エィ・ダブリュ株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by アイシン・エィ・ダブリュ株式会社 filed Critical アイシン・エィ・ダブリュ株式会社
Priority to JP24318397A priority Critical patent/JP3387384B2/en
Publication of JPH1182727A publication Critical patent/JPH1182727A/en
Application granted granted Critical
Publication of JP3387384B2 publication Critical patent/JP3387384B2/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

Links

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for an automatic transmission provided with a lockup mechanism, and more particularly, to a control device for an automatic transmission which is designed to perform lockup control without providing a dedicated solenoid valve. Pertain to.

[0002]

2. Description of the Related Art A solenoid relay valve is provided in an automatic transmission equipped with a lockup mechanism mounted on a vehicle such as an automobile, and by switching this, a linear solenoid valve for lockup control of a torque converter is provided. , Which are also used for controlling other members (for example, a brake) are known (for example, JP-A-6-3).
No. 4541).

This automatic transmission (hereinafter referred to as the "automatic transmission of Conventional Example 1") has a forward 5th speed, and the lockup mechanism operates at a shift speed of 3rd speed or higher (3rd, 4th, 5th speed). Therefore, the signal pressure for locking the solenoid relay valve to the lockup control side (hereinafter referred to as "locking signal pressure").
Is used), the engagement pressure of the frictional engagement element (brake B2) that is always engaged at the third, fourth and fifth speeds (hereinafter, simply referred to as "third, fourth and fifth speeds") is used. It is possible to

In the conventional automatic transmission of Example 1, the added solenoid relay valve has a simpler and smaller structure than the shared linear solenoid valve. Therefore, the valve body and the entire automatic transmission are simple. Becoming
There is an advantage that the size can be reduced.

[0005]

However, unlike the automatic transmission of the above-mentioned conventional example 1, the automatic transmission (hereinafter referred to as "conventional example") does not have a friction engagement element that is constantly engaged at the third, fourth and fifth speeds. The above-mentioned technique cannot be directly applied to the second automatic transmission ”. In this case, there are the following three main countermeasures. As the signal pressure for locking, for example, in the third speed, the engagement pressure of the frictional engagement element engaged in the third speed, and in the fourth and fifth speeds, another frictional engagement engaged in the fourth and fifth speeds. Use the engagement pressure of the element. A dedicated solenoid valve that generates a lock signal pressure at the third, fourth, and fifth speeds is provided. Do not use a dedicated solenoid valve and share it with other solenoid valves.

The following is a description in order. As the signal pressure for locking, for example, a brake B4 that is engaged in the third speed and a clutch C3 that is engaged in the fourth and fifth speeds (for details, refer to the “embodiment of the invention”). Conventional example 2
In the case of automatic transmission of 3rd to 4th speed (3 → 4
(At the time of shifting) is achieved by releasing the engagement pressure of the brake B4 and supplying the engagement pressure to the clutch C3. According to this, the brake B4 is reached until the supply of the engagement pressure to the clutch C3 is completed, that is, until the pressure at which the solenoid relay valve can be locked on the lockup control side is reached.
The engagement pressure is released, and the signal pressure to the solenoid relay valve is interrupted, so there is the first problem that lockup control cannot be performed during that time. If a dedicated solenoid valve is added to the 3rd to 5th speed, the above-mentioned first problem is solved. The output pressure of the solenoid valve dedicated to the third to fifth speeds is used as the signal pressure for locking the solenoid relay valve. However, in this case, a second problem occurs in that the size of the automatic transmission is increased due to the addition of the solenoid valve. As a third countermeasure, sharing a solenoid valve is considered. According to this, the above-mentioned first and second problems are solved. However, if the solenoid relay valve described above has an interlock prevention function, the following third problem occurs. The solenoid relay valve controls so as to prevent so-called interlock in which two friction engagement elements are in an engaged state at the same time during a gear shift, that is, one friction engagement element is engaged during a gear shift and the other friction engagement element is engaged. When the control for releasing the engagement element is performed, one friction engagement is performed to compensate for the solenoid valve or the like which controls the release of the other friction engagement element when it is not released by the electrical failure. When the engagement pressure to the element is used as a signal pressure and the engagement pressure rises to a predetermined hydraulic pressure (engaged pressure), the function of switching the engagement pressure of the other friction engagement element to a position where the drain pressure is completely drained is also provided. I have it. Therefore, the third problem is that the output pressure of the solenoid valve cannot be used as the signal pressure during the gear shift.
This is because if the output pressure of the solenoid valve is used as a signal pressure and the solenoid relay valve is locked to the lockup control side by this, for example, the engagement pressure of the friction engagement element is rapidly drained during 2-3 shifts. .

Therefore, the present invention solves the above first, second, and third problems, that is, 3 → 4 without the need for a frictional engagement element that is always engaged. (EN) Provided is a control device for an automatic transmission, which can perform lock-up control even during gear shifting, does not need to add a solenoid valve, and can perform good lock-up control even when a solenoid valve is shared. That is the purpose. Here, the reference numerals in parentheses in the following "Means for Solving the Problems" and "Operations and Effects of the Invention" are added for convenience in order to facilitate comparison between each member and each drawing. However, this does not impose any restrictions on the configuration of the present invention.

[0008]

In order to achieve the above object, the present invention according to claim 1 provides a lock-up mechanism (1).
A hydraulic transmission (10) having 7) and a transmission that realizes a plurality of shift stages by gripping each rotary element of the planetary gears (21, 22, 33, 34) by a predetermined friction engagement element. , A lockup mechanism (1
In a control device for an automatic transmission that operates 7),
A frictional engagement element (B4) that is engaged at the predetermined gear (third speed) and released at the other gear (fourth)
A solenoid valve (S4) operable at least in the other gear (4th speed), a first position for allowing an operation signal to be input to the lockup mechanism (17), and a second position for blocking the operation signal. Relay valve movable to and (6
2), the relay valve (62) is locked at the first position by using the engagement pressure of the friction engagement element (B4) as a signal pressure at the predetermined gear (third speed), and In the other shift speed (4th speed), the relay valve (62) is locked at the first position by using the output pressure of the solenoid valve (S4) as a signal pressure.

In the present invention according to claim 2, the solenoid valve (S4) applies a signal pressure to the first shift valve (71) in at least one shift speed other than the other shift speed (4th speed). While supplying the gas to switch the first shift valve (71), the friction engagement element (B
4) indicates that the signal pressure supplied from the solenoid valve (S4) to the relay valve (62) is predetermined when shifting from the predetermined shift speed (third speed) to the other shift speed (fourth speed). Until the pressure becomes equal to or higher than the pressure, the engagement pressure of the friction engagement element (B4) is used as a signal pressure for the relay valve (6).
2) is locked in the first position.

In the present invention according to claim 3, the relay valve (62) is engaged with another frictional engagement element (B4) as the engagement pressure is supplied to the frictional engagement element (B4). It is characterized by releasing the combined pressure.

According to a fourth aspect of the present invention, the supply of the signal pressure to the relay valve (62) and the first shift valve (71) by the solenoid valve (S4) is performed by the predetermined shift speed (3). Speed) and the second shift valve (72), which is operated by a second shift valve (72) that is operated during a shift between the other shift stage (4th speed) and the second shift valve (72).
Is arranged at a position where the signal pressure of the solenoid valve (S4) is supplied to the relay valve (62), instead of the signal pressure of the solenoid valve (S4) for the first shift valve (71). It is characterized in that a predetermined pressure is supplied.

According to a fifth aspect of the present invention, when shifting from the predetermined gear stage (third speed) to the other gear stage (fourth speed),
The release of the engagement pressure of the friction engagement element (B4) is started after a predetermined time from the shift command, and the second shift valve (72) is switched for the predetermined time by the shift command, and the solenoid valve ( The time from S4) until the signal pressure is supplied to the relay valve (62) is set.

According to a sixth aspect of the present invention, the predetermined gear (third speed) and the other gear (fourth) are continuous, and another gear (fifth) is continuous with the other gear. When operating the lock-up mechanism (17) at these predetermined and other different shift speeds (3rd speed, 4th speed, 5th speed), Is characterized in that the relay valve (62) is locked in the first position by the signal pressure of the solenoid valve (S4).

[0014]

According to the invention of claim 1, which has the above-described structure, when the lockup mechanism (17) is operated at a predetermined gear (3rd speed) and another gear (4th), In the gear position (3rd speed), the relay valve (62) can be locked at the first position by using the engagement pressure of the friction engagement element (B4) as a signal pressure. As a result, an operation signal can be input to the lockup mechanism (17).
Further, at other gears (4th speed), the solenoid valve (S
The relay valve (62) can be locked in the first position by using the output pressure of 4) as a signal pressure. This also
An operation signal can be input to the lockup mechanism (17). That is, even when the frictional engagement element (B4) that engages with both the predetermined shift speed (3rd speed) and another shift speed (4th speed) (3rd speed, 4th speed) is not provided. , The relay valve (62) is locked to the lock-up control side by using the engagement pressure at a predetermined gear (third speed) and the output pressure of the solenoid valve (S4) as signal pressure at other gears (fourth). Therefore, the lockup control can be performed by the operation signal at any gear (third speed and fourth speed).

In the first aspect, the predetermined gear stage is necessarily a numerically lower gear stage (for example, 3rd speed), and the other gear stages are numerically higher gear stages (for example, 4th speed). No need. The reverse is also acceptable. Further, it is not necessary that the predetermined shift speed and the other shift speed are numerically continuous,
It does not prevent that there is another shift stage between these shift stages. Therefore, for example, when lockup control is performed in this other gear stage, the relay valve (6
Even if the engagement pressure of another friction engagement element is used as the signal pressure for locking 2) to the first position (lock-up control side), depending on the configuration of the automatic transmission (1). ,Also,
The output pressure of another solenoid valve may be used.

According to the second aspect of the invention, the solenoid valve (S4) supplies the lock signal pressure to the relay valve (62) and the first shift valve (7).
It is also possible to supply a signal pressure to 1) and switch it. That is, the solenoid valve (S4) is shared by at least these two. Therefore, it is possible to prevent the valve body from becoming large and to make the control device compact. Further, the friction engagement element (B4) keeps the relay valve (62) until the signal pressure supplied from the solenoid valve (S4) to the relay valve (62) becomes equal to or higher than a predetermined pressure.
Is locked at the first position, lockup control can be performed even when the signal pressure is switched from the frictional engagement element (B4) to the solenoid valve (S4).

According to the third aspect of the invention, the relay valve (62) for operating the lockup mechanism (17) also has a function of releasing the engagement pressure of the other friction engagement element (B4). The shared use of the relay valve (62) promotes the compactness of the valve body.

According to the invention of claim 4, the signal pressure of the solenoid valve (S4) is supplied to the relay valve (6).
2) or the first shift valve (71). Therefore, when this signal pressure is supplied to the relay valve (62), it is not supplied to the first shift valve (71). Therefore, the first shift valve (71) has a D
Supply range pressure. As a result, the first shift valve (71) can be securely locked.

According to the invention of claim 5, when the second shift valve (72) is switched based on the shift command,
Only the time (time lag) until the signal pressure from the solenoid valve (S4) is supplied to the relay valve (62),
By delaying the timing of starting the release of the friction engagement element (B4), the friction engagement element (B4) is released during the time lag.
The relay valve (6
The switching of 2) can be prevented, and the lockup control can be reliably performed.

According to the sixth aspect of the present invention, the signal pressure from the solenoid valve (S4) causes the relay valve (62) to operate at the other continuous shift speed (4th speed) and another shift speed (5th speed). Since the lock-up control can be performed at the position 1, the lock-up control can be reliably performed even when the number of gears for which the lock-up control is performed increases.

[0021]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 is a sectional view showing an example of an automatic transmission to which the "automatic transmission control device" according to the present invention is applied. The automatic transmission shown in the figure is, for example, a general one mounted on a vehicle such as an automobile, and is capable of performing five forward gear shifts and one reverse gear shift. In addition, "upper", "lower", "left", and "right" in the following description refer to "upper", "lower", "left", and "right" in the figure. Does not mean.

The automatic transmission 1 shown in FIG. 1 is provided with a torque converter (fluid transmission device) 10, a main transmission mechanism 20, and an auxiliary transmission mechanism 30. The auxiliary transmission mechanism 30 includes a differential device 40. It is connected.

Hereinafter, the torque converter 10 to the differential device 40 will be sequentially described, and then the characteristic portion of the present invention will be described in detail.

The torque converter 10 is supported by a pump impeller 12 that rotates integrally with an input member 11 connected to an engine (not shown), a turbine runner 14 that rotates integrally with the output shaft 13, and a one-way clutch 15. It is provided with a stator 16 and a lockup clutch 17 that rotates integrally with the output shaft 13, and the inside thereof is filled with hydraulic oil.

In the torque converter 10 having the above-mentioned configuration, the rotation from the engine (not shown) input to the input member 11 is transmitted through the hydraulic oil when the lockup clutch 17 is not operated, through the pump impeller 12, the stator 16, and the It is transmitted to the output shaft 13 by the turbine runner 14, while
When the lock-up clutch 17 is operated, the lock-up clutch 17 transmits the oil directly to the output shaft 13 without using hydraulic oil.

The main transmission mechanism 20 includes a simple planetary gear unit 21, a double pinion planetary gear unit 22, and clutches, brakes, etc. for locking and releasing rotary elements such as the sun gear, carrier, ring gear, etc. And a counter drive gear 23. The rotary element and the frictional engagement element will be collectively described later with reference to the skeleton in FIG. The above-described simple planetary gear unit 21 and double pinion planetary gear unit 22 are configured such that the former pinion and the latter one pinion are made common, and the carriers are made common.

The main transmission mechanism 20 having the above-described structure changes the grip of the rotating elements (sun gear, carrier, ring gear) by the friction engagement elements (clutch and brake) described above.
The rotation of the output shaft 13 is appropriately changed in speed, and is also reversed to be output from the counter drive gear 23.

The sub-transmission mechanism 30 is rotatably supported by a counter shaft 31 arranged in parallel with the output shaft 13 and the counter shaft 31, and is also a counter driven gear meshing with the counter drive gear 23. 32, two simple planetary gear units 33 and 34 having a common sun gear, and the rotary elements of these simple planetary gear units 33 and 34 are locked,
Further, it is provided with a friction engagement element for releasing, a parking gear 35 and a drive pinion 36 which are splined to the right end side of the counter shaft 31.

The sub-transmission mechanism 30 having the above-mentioned structure is arranged such that the rotation input to the counter driven gear 32 from the counter drive gear 23 of the main transmission mechanism 20 is changed by grasping the rotary elements of the simple planetary gear units 33 and 34 by the friction engagement elements. Change the speed appropriately,
Is output from the drive pinion 36 via.

The differential device 40 includes a ring gear 41 meshed with the drive pinion 36 and a ring gear mount case 42 integrated with the ring gear 41.
And pins 43a and 43b supported by the ring gear mount case 42, gears 44a and 44b rotatably supported by the pins 43a and 43b, and left and right front axles 45L and 45R meshed with the gears 44a and 44b. Is equipped with.

The differential device 40 having the above structure
Outputs the rotation input from the drive pinion 36 of the auxiliary transmission mechanism 30 to the ring gear 41 to the left and right front axles 45L and 45R via the ring gear mount case 42, the pins 43a and 43b, and the gears 44a and 44b.

As a whole, the automatic transmission 1 having the above-described configuration appropriately rotates the engine, which is input to the input member 11, through the torque converter 10, the main transmission mechanism 20, and the auxiliary transmission mechanism 30 and includes normal rotation and reverse rotation. The rotation speed is changed to various rotations and output to the drive pinion 36 of the auxiliary transmission mechanism 30.
The rotation of the drive pinion 36 is further transmitted via the differential device 40 to the left and right front axles 4.
It is output to 5L and 45R.

FIG. 2 shows a skeleton of the automatic transmission 1 having the above structure. With reference to the figure, the rotary elements and the friction engagement elements of the simple planetary gear units 21, 33, 34 and the double pinion planetary gear unit 22 will be mainly described.

The simple planetary gear unit 21 is
The rotary element includes a sun gear S1, a pinion P1, a carrier CR (common to the carrier of the double pinion planetary gear unit 22), and a ring gear R1. The sun gear S1 is connected to the input shaft 13 via a clutch C2,
The ring gear R1 is connected to the input shaft 13 via the clutch C1.

Double pinion planetary gear unit 2
Reference numeral 2 denotes a rotating element such as a sun gear S2 and a pinion P2.
a, P2b, a carrier CR (common to the carrier of the simple planetary gear unit 21), and a ring gear R2. The sun gear S2 is directly connected to the brake B1 and is also connected to the brake B2 via the one-way clutch F1. Further, the ring gear R2 is connected to the brake B3.
And one-way clutch F2. The carrier CR is integrated with the counter drive gear 23 described above.

The simple planetary gear unit 33 is
The rotating element includes a sun gear S3, a pinion P3, a carrier CR3, and a ring gear R3. The sun gear S3 is integrated with the sun gear S4 of the simple planetary gear unit 34, and is connected to the brake B4 (band brake). The carrier CR3 is the counter shaft 3
1 and 1 and is connected to the sun gear S3 (sun gear S4) via a clutch C3. The ring gear R3 is configured integrally with the counter driven gear 32 that meshes with the counter drive gear 23 described above.

The simple planetary gear unit 34 is
As a rotating element, a sun gear S4 (integrated with the sun gear S3), a pinion P4, a carrier CR4, a ring gear R4
Have. The sun gear S4 is integrated with the sun gear S3 described above, and is connected to the brake B4 (band brake) as described above. Carrier CR4 is brake B
It is connected to 5.

Since the differential device 40 is the same as that described with reference to FIG. 1, duplicate description will be omitted.

This completes the description of each rotary element and each frictional engagement element. The brakes B1 to B5 and the clutches C1 to C as friction engagement elements in FIG.
3, and for the one-way clutches F1 and F2,
The specific positions of the automatic transmission 1 are shown in FIG. Of these friction engagement elements, the clutch C3 and the brakes B4 and B5 are directly involved in the present invention.

FIG. 3 shows an operation table of the automatic transmission 1 having the above structure.

Of the vertical and horizontal columns in this operation table, the column that directly relates to the present invention and can be explained later is the column where the next vertical column and the next horizontal column intersect. The next column is solenoid NO. 3, NO. 4, NO. 5 (hereinafter, referred to as "solenoid valves S3, S4, S5" in this order), clutch C3, brakes B4, B5, and the next horizontal columns are the second speed (2ND) and the third speed of POSITION "D." 3RD, 4th speed (4TH), 5th speed (5TH), 2-3
The shift is a 3-4 shift. The details of the overall operation of the automatic transmission 1 based on the operation table of FIG. 3 will be omitted.

With the above-described structure, the automatic transmission 1 that operates based on the above-described operation table is configured so that the lockup control of the torque converter 10 is performed at the third, fourth, and fifth speeds. As will be described in detail later, this lockup control is performed by supplying an operation signal pressure to the lockup clutch (lockup mechanism) 17, and the operation signal is supplied by setting the relay valve to the first position ( Lock-up control side).

In the above-mentioned conventional example 1, the signal pressure for locking the relay valve in the first position is set to 3, 4, and 5.
The engagement pressure of the frictional engagement element (brake) which is always engaged in the high speed shift stage and is not engaged in the other shift stages is used. However, as is apparent from the operation table of FIG. 3, such a friction engagement element is not found in the automatic transmission 1 described above.

Therefore, in the present invention, the predetermined gear (3
(4th speed), the relay valve is locked by the brake B4 which is engaged only in the 3rd speed, and the 4th speed (another speed).
The relay valve at the fifth speed (another speed) is locked by a solenoid valve described later.

Details will be described below.

FIG. 4 shows a hydraulic circuit to which the control device for an automatic transmission according to the present invention is applied. The figure shows the state of each valve and each solenoid at the second speed.

SLS shown at the upper left end of the figure is a linear solenoid valve for controlling the engagement pressure of the clutch, and in the configuration of the figure, the engagement pressure of the clutch C3 and the brake B4 is controlled. The SLU below it is a linear solenoid valve for lock-up control, which also serves as an engagement pressure control for the brake B5. Further, the SLT therebelow is a linear solenoid valve for throttle control, and also serves as an engagement pressure control for the brake B4.

5 to the right of the linear solenoid valve SLS
Reference numeral 1 is a shift pressure control valve, which regulates the engagement pressure of the clutch C3 and the brake B4 in accordance with the signal pressure of the linear solenoid valve SLS. 52 below
Is a B5 control valve, which controls the engagement pressure of the brake B5 according to the signal pressure of the linear solenoid valve SLU. Further, 53 below it is a B4 control valve, which controls the engagement pressure of the brake B4 in accordance with the signal pressure of the linear solenoid valve SLT.

Shift pressure control valve 51
61 on the right side of is a shift pressure relay valve, which is switched by the signal pressure of the solenoid valve S5, and the output pressure thereof is changed to the shift pressure control valve 51.
The control pressure is changed to the D range pressure. 62 below that is a solenoid relay valve (relay valve) 62.
Thus, the operation signal for lock-up control is switched between the first position (lock-up control side) that allows the input of the operation signal to the lock-up clutch (lock-up mechanism) and the second position that blocks it. This switching and locking to the first position are performed by the brake B4 as described later.
It is performed by the engagement pressure of 1 or the signal pressure from the solenoid valve S4.

71 on the right side of the solenoid relay valve 62
Is a 2-3 shift valve (first shift valve), which is 2- depending on the signal pressure when the solenoid valve S4 is ON.
Perform 3 shifts. 72 on the right is a 3-4 shift valve (second shift valve), which is a solenoid valve S3.
3-4 shift is performed by the signal pressure at the time of OFF.

81 on the right side of the B4 control valve 53
Is a 3-4 timing valve, and when the engagement pressure of the clutch C3 at the time of 3-4 shift increases above a predetermined pressure, the brake B4 is surely drained.

A check valve 82 is arranged to the right of the 3-4 shift valve 72.

In the automatic transmission control device according to the present invention, first, as the invention according to claim 1, among the members constituting the hydraulic circuit of FIG.
A B4, a solenoid valve S4, and a solenoid relay valve (relay valve) 62 are configured as main constituent elements, and then a 2-3 shift valve (first shift valve) is added thereto. A few inventions were made, and a 3-4 shift valve (second shift valve) 7 was added to this.
By adding 2, the configurations of claims 4 to 6 are made.

Hereinafter, the operation of the above hydraulic circuit will be described mainly based on the operation based on the above-described configuration of the present invention. It should be noted that description of, for example, the first speed of the D range, the R range, the N range, and the like, which are not directly related to the present invention, will be omitted.

In the second speed shown in FIG. 4, as shown in the operation table of FIG. 3, the solenoid valve S3 is ON, the solenoid valve S4 is OFF, and the solenoid valve S5 is OFF.
Correspondingly, the 3-4 shift valve 72 is arranged in the upper position, the 2-3 shift valve 71 is arranged in the upper position, and the shift pressure relay valve 61 is arranged in the lower position. As a result, the brake B5 is supplied with the line pressure P L via the 2-3 shift valve 71 and is engaged. On the other hand, the clutch C3,
The brake B4 is released without being supplied with hydraulic pressure.

In the second speed, the solenoid relay valve 62 is locked in the lower position (second position) by the solenoid modulator pressure supplied to the upper oil chamber, so that the lockup control from the linear solenoid valve SLU is performed. Operation signal is stopped.

From this second speed state, when 2-3 shifts are performed according to the time chart of FIG. 9, first, time t
At 1 , the solenoid valve 5 is turned on and the shift pressure relay valve 61 is arranged at the upper position. This allows
The D range pressure input to the shift pressure control valve 51 is adjusted by the signal pressure of the linear solenoid valve SLS and output as a control pressure, and this control pressure is the shift pressure relay valve 61, 2-3 shift valve 71. It is supplied as an engagement pressure to the brake B4 via the 3-4 shift valve 72 and the check valve 82.
As a result, the engagement pressure of the brake B4 can be controlled based on the signal pressure of the linear solenoid valve SLS. After that, the linear solenoid valve SLU is turned on, the linear solenoid valve SLS is turned off, and the solenoid valve S4 is turned on at time t 2 . By this ON, the 2-3 shift valve 71 is switched to the lower position, and the D range pressure supplied to the shift pressure relay valve 61 is changed to the B5 control valve 5
2, is input to the brake B5 via the solenoid relay valve 62 and the 2-3 shift valve 71. This allows
The original pressure of the engagement pressure supplied to the brake B5 is the line pressure P.
The control pressure is switched from L to the B5 control valve 52. As a result, the engagement pressure of the brake B5 can be controlled based on the signal pressure of the linear solenoid valve SLU. From time t 2 to time t in FIG.
By operating the linear solenoid valves SLS and SLU up to 3 , the engagement pressure of the brake B4 can be raised while the engagement pressure of the brake B4 can be lowered, and the solenoid valve S5 is turned on at time t 3 . By turning off, the 2-3 shift is completed and the third speed shown in FIG. 6 is reached.
At this time, since the engagement pressure of the brake B4 is input to the lower portion of the solenoid relay valve 62, when the engagement pressure rises above a predetermined level, the solenoid relay valve 62 is locked at the upper position (first position). , The brake B5 communicates with the drain (EX in the figure), the linear solenoid valve SLU electrically fails, and the brake B5
Even when the engagement pressure of No. 5 cannot be reduced, the engagement pressure of the brake B5 can be surely reduced. This is a so-called interlock prevention function. During the above-described 2-3 shift, the solenoid relay valve 62 turns the brake B4.
When the engagement pressure is less than or equal to the predetermined pressure, the lockup clutch 17 is arranged in the second position as in the case of the second speed, and therefore no operation signal is supplied to the lockup clutch 17. Then, when the engagement pressure of the brake B4 rises above a predetermined pressure,
The solenoid relay valve 62 is arranged in the first position, so that the lockup clutch 17 is supplied with the operation signal.

The third speed in FIG. 6 is a state in which the last solenoid valve S5 is turned off in the above-described 2-3 shift. As a result, the shift pressure relay valve 61 is arranged at the lower position, so that the D range pressure is supplied to the brake B4 as the engagement pressure instead of the control pressure from the shift pressure control valve 51. Then, this engagement pressure is input as a signal pressure to the lower portion of the solenoid relay valve 62, and pushes it up to the first position (upper position) to lock it. As a result, the operation signal from the linear solenoid valve SLU is supplied to the lockup clutch 17, and the lockup control becomes possible.

During the 3-4 shift shown in FIG. 7, the shift is performed according to the time chart of FIG. First, the linear solenoid valve SLT is turned on, and then the time t
At 1 , the linear solenoid valve S5 is turned on. As a result, the shift pressure relay valve 61 is switched to the lower position, and the D range pressure that is the engagement pressure of the brake B4 changes the oil passage, that is, the B4 control valve 53, 3-4 timing valve 81, and check valve 8
Since the control pressure is via 2, it decreases. Subsequently, the signal pressure of the linear solenoid valve SLS is lowered and the time t 2
Then, the solenoid valve S3 is turned off. This makes 3
The -4 shift valve 72 is switched to the lower position. As a result, the control pressure from the shift pressure control valve 51 is supplied to the clutch C3 as the engagement pressure. As described above, the engagement pressure of the brake B4 and the engagement pressure of the clutch C3 can be controlled, but when the engagement pressure of the brake B4 cannot be reduced due to the electrical failure of the linear solenoid valve SLT. 3-4 The engagement pressure of the clutch C3 is input to the lower part of the timing valve 81, and when the engagement pressure of the clutch C3 rises above a predetermined pressure,
The engagement pressure of the brake B4 can be reliably reduced. Here, when the engagement pressure of the brake B4 decreases, the signal pressure that locks the solenoid relay valve 62 in the first position also decreases. However, when the solenoid valve S3 is turned off, the 3-4 shift valve 7
By switching 2 to the lower position, the signal pressure of the solenoid valve S4 is supplied to the lower part of the solenoid relay valve 62 via the 3-4 shift valve 72.
As a result, the solenoid relay valve 62 can be locked in the first position, and the lockup clutch 1
The operation signal can be supplied to 7 without any trouble. The signal pressure of the solenoid valve S4 is supplied to the solenoid relay valve 62, so that the signal pressure for locking the 2-3 shift valve 71 to the lower position disappears. However, instead of this, the D range pressure is set to 3-4. By supplying the 2-3 shift valve 71 through the shift valve 72, the 2-3 shift valve 71 can be locked in the lower position. From time t 2 to time t 3 in FIG. 10, the linear solenoid valves SLT and SLS are operated as shown in FIG. 10 to reduce the engagement pressure of the brake B4,
It is possible to increase the engagement pressure of the clutch C3, and by turning off the solenoid valve S5 at time t 3 , 3
-Four gears are completed and the fourth speed is reached.

As shown in FIGS. 7 and 8, the above time t 3
By turning off the solenoid valve S5 of the clutch C3
The engagement pressure with respect to is changed from the control pressure of the shift pressure control valve 51 to the D range pressure. Also in this fourth speed, the solenoid relay valve 6 is continuously pulled by the signal pressure from the solenoid valve S4.
Since 2 can be locked in the first position, an operation signal can be supplied to the lockup clutch 17.

Further, as is apparent from the operation table of FIG. 3, the solenoid valves S3, S4, S are also in the fifth speed.
Since the fifth gear, the brakes B4, B5, and the clutch C3 are in the same state as in the case of the fourth speed, lockup control can be performed in the same manner as in the case of the fourth speed.

Note that, regarding whether the signal pressure to the solenoid relay valve 62 is supplied from the D range pressure (engagement pressure of the brake B4) or the solenoid valve S4, the above description is summarized in FIG. is there. As is clear from the figure, the solenoid relay valve 62 is constantly operated during the 3rd, 4th and 5th speeds and during shifting between them.
Since the signal pressure is being supplied to the lockup clutch 17, the operating signal can always be supplied to the lockup clutch 17. That is, the lock-up control can be satisfactorily performed without any frictional engagement element that is constantly engaged at the third, fourth, and fifth speeds and without using a dedicated relay valve.

In the above-described first embodiment, a time lag (predetermined time) is provided when the solenoid relay valve 62 is locked in the first position during the 3-4 shift described above. That is, the shift command causes 3
The time until the -4 shift valve 72 is switched and the signal pressure from the solenoid valve S4 is supplied to the solenoid relay valve 62 is set as a time lag.
In this way, by delaying the timing of starting the release of the engagement pressure of the brake B4 by the time corresponding to the time lag, the switching of the solenoid relay valve due to the start of the release of the brake B4 during the time lag (first
It is possible to prevent the switching from the position (2) to the second position), and to reliably lock the solenoid relay valve 62.

[Brief description of drawings]

FIG. 1 is a longitudinal sectional view showing the overall configuration of an automatic transmission to which a control device for an automatic transmission according to the present invention is applied.

FIG. 2 is a skeleton diagram of the automatic transmission of FIG.

3 is a diagram showing an operation table of the automatic transmission of FIG.

FIG. 4 is a diagram showing a state of a hydraulic circuit at a second speed.

FIG. 5 is a diagram showing a state of a hydraulic circuit during 2-3 shift.

FIG. 6 is a diagram showing a state of a hydraulic circuit at a third speed.

FIG. 7 is a diagram showing a state of a hydraulic circuit during 3-4 shift.

FIG. 8 is a diagram showing a state of a hydraulic circuit at a fourth speed.

FIG. 9 is a time chart for 2-3 shifts.

FIG. 10 is a time chart for 3-4 shift.

FIG. 11 is a diagram showing switching of signal pressure with respect to a solenoid relay valve.

[Explanation of symbols]

1 Automatic Transmission 10 Fluid Transmission (Torque Converter) 17 Lockup Mechanism (Lockup Clutch) 20 Transmission (Main Transmission) 30 Transmission (Sub Transmission) 33, 34 Planetary Gear (Simple Planetary Gear Unit) 62 Relay Valve ( Solenoid relay valve) 71 First shift valve (2-3 shift valve) 72 Second shift valve (3-4 shift valve) B4 Friction engagement element (brake) B5 Friction engagement element (brake) C3 Friction engagement Element (brake) S4 solenoid valve

─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Kazumasa Tsukamoto 10 Takane, Fujii-cho, Anjo City, Aichi Prefecture Aisin AW Co., Ltd. (72) Inventor Hiroshi Tsutsui 10 Takane, Fujii-cho, Anjo City, Aichi Prefecture NW Corporation (56) Reference JP-A-7-91533 (JP, A) JP-A-2-253047 (JP, A) JP-A-2-80855 (JP, A) JP-A-9 -53714 (JP, A) JP-A-6-307536 (JP, A) JP-A-6-341541 (JP, A) JP-A-6-26568 (JP, A) JP-A-1-199060 (JP, A) ) (58) Fields investigated (Int.Cl. 7 , DB name) F16H 61/14

Claims (6)

(57) [Claims]
1. A fluid transmission device having a lock-up mechanism, and a transmission device for realizing a plurality of shift speeds by gripping each rotary element of a planetary gear by a predetermined friction engagement element. In a control device for an automatic transmission in which a lockup mechanism is operated in at least two shift speeds with another shift speed, the control device is engaged at the predetermined shift speed and released at the other shift speed. A friction engagement element, a solenoid valve operable at least in the other shift stage, and a relay movable to a first position for allowing an operation signal to be input to the lockup mechanism and a second position for blocking the operation signal. A valve for locking the relay valve at the first position by using the engagement pressure of the friction engagement element as a signal pressure at the predetermined shift speed, Control apparatus for an automatic transmission, wherein the locking the relay valve to the first position, it output pressure of the solenoid valve as the signal pressure in the.
2. The solenoid valve supplies a signal pressure to the first shift valve to switch the first shift valve in at least one shift stage other than the other shift stages, and the friction engagement. The element is an engagement element of the friction engagement element until a signal pressure supplied from the solenoid valve to the relay valve becomes equal to or higher than a predetermined pressure when shifting from the predetermined shift speed to the other shift speed. The control device for an automatic transmission according to claim 1, wherein the relay valve is locked at the first position by using a combined pressure as a signal pressure.
3. The relay valve releases the engagement pressure of another friction engagement element in association with the supply of the engagement pressure to the friction engagement element. A control device for the automatic transmission described.
4. The signal pressure is supplied to the relay valve and the first shift valve by the solenoid valve,
The second shift valve is switched by the second shift valve that is operated during a shift between the predetermined shift stage and the other shift stage, and the signal pressure of the solenoid valve is supplied to the relay valve. The control device for an automatic transmission according to claim 1, 2 or 3, wherein, when the automatic transmission is arranged in a position, a predetermined pressure is supplied to the first shift valve instead of the signal pressure of the solenoid valve. .
5. When shifting from the predetermined shift speed to the other shift speed, the engagement pressure of the friction engagement element is started to be released after a predetermined time from the shift command, and the predetermined time is changed to the shift speed. 5. The automatic system according to claim 1, wherein the second shift valve is switched by a command, and the time until the signal pressure is supplied from the solenoid valve to the relay valve is set. Transmission control device.
6. A lock-up mechanism in which the predetermined shift stage and another shift stage are continuous with each other and another shift stage continuous to the other shift stage is provided, and the predetermined and other shift stages are locked. The relay valve is locked in the first position by the signal pressure of the solenoid valve in the case of operating the other gear, wherein the relay valve is locked in the first position. 5. The automatic transmission control device described in 5.
JP24318397A 1997-09-08 1997-09-08 Control device for automatic transmission Expired - Fee Related JP3387384B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP24318397A JP3387384B2 (en) 1997-09-08 1997-09-08 Control device for automatic transmission

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP24318397A JP3387384B2 (en) 1997-09-08 1997-09-08 Control device for automatic transmission

Publications (2)

Publication Number Publication Date
JPH1182727A JPH1182727A (en) 1999-03-26
JP3387384B2 true JP3387384B2 (en) 2003-03-17

Family

ID=17100066

Family Applications (1)

Application Number Title Priority Date Filing Date
JP24318397A Expired - Fee Related JP3387384B2 (en) 1997-09-08 1997-09-08 Control device for automatic transmission

Country Status (1)

Country Link
JP (1) JP3387384B2 (en)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3598998B2 (en) 2001-06-01 2004-12-08 日産自動車株式会社 Gear hammering prevention device for twin clutch type gear transmission
GB201116014D0 (en) 2011-09-15 2011-10-26 Strainsonics Ltd Improvements in or relating to analysing structural and securing members

Also Published As

Publication number Publication date
JPH1182727A (en) 1999-03-26

Similar Documents

Publication Publication Date Title
KR100520529B1 (en) Hydraulic control system of 6-shift automatic transmission for vehicles
KR100444068B1 (en) Hydraulic control system for an 6-shift automatic transmission in a vehicle
US3969958A (en) Output split type hydrostatic transmission
JP2832980B2 (en) Planetary gear type transmission for vehicles
JP2871685B2 (en) Car automatic transmission
KR100936831B1 (en) Hydro-mechanical continuously variable transmission
US4369671A (en) Torque transfer mechanism with hydraulic control system for a four wheel drive vehicle
US7121970B2 (en) Control system for a hydro-mechanical transmission
US5505674A (en) Control system with failsafe range passages in a changeover valve for shift-by-wire automatic transmission
EP1118798B1 (en) Automatic transmission for vehicles
KR100243894B1 (en) Shift actuator controlling device and method
JP2748298B2 (en) Hydraulic control device for automatic transmission
US5957800A (en) Shift control system for automatic transmission
US4444073A (en) Torque transfer mechanism with hydraulic control system for a four wheel drive vehicle
US6929584B2 (en) Hydraulic pressure control apparatus and method for vehicular automatic transmission
US7993231B2 (en) Hydraulic control device for automatic transmission
US6805649B2 (en) Hydraulic control system for automatic transmission
JP4085915B2 (en) Hydraulic control device for hydraulic machinery
US20090170649A1 (en) Power split dual input shaft transmission for vehicle
KR100507492B1 (en) Hydraulic control system for automatic transmission with six gears for vehicle
EP0501457A2 (en) Power transmission system for vehicle
US6302822B1 (en) Hydraulic control system of automatic transmission
US20080190228A1 (en) Electro-hydraulic control system with three-position dog clutch actuator valve
US8182397B2 (en) Hydraulic control apparatus for automatic transmission
JP4318348B2 (en) Control device for automatic transmission for vehicle

Legal Events

Date Code Title Description
FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20090110

Year of fee payment: 6

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20090110

Year of fee payment: 6

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20100110

Year of fee payment: 7

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20100110

Year of fee payment: 7

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20110110

Year of fee payment: 8

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20120110

Year of fee payment: 9

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20130110

Year of fee payment: 10

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20140110

Year of fee payment: 11

LAPS Cancellation because of no payment of annual fees