JP3601887B2 - Transmission control device for automatic transmission - Google Patents

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a shift control device for an automatic transmission.
[0002]
[Prior art]
As a conventional shift control device for an automatic transmission, there is a technique disclosed in Japanese Patent Publication No. 5-70027. In the disclosed technology, one solenoid valve controls a 1-2 shift valve and a 2-3 shift valve to switch between two clutches to execute a shift.
[0003]
That is, the solenoid valve is actuated by an electric signal from the electronic control unit, and the oil pressure in the oil passage becomes P₃, Only the forward clutch F / C is engaged and the first speed state is established regardless of the spool position of the 2-3 shift valve, and the solenoid valve is operated. Oil pressure of oil passage is P₂Or P₁Then, the 2-3 shift valve operates, hydraulic pressure is supplied to the servo apply chamber S / A in addition to the forward clutch F / C, and the second shift state is established. When the solenoid valve is turned off, The 2-3 shift valve is operated, hydraulic pressure is supplied to the direct clutch D / C and the servo release chamber S / R, and the state becomes the third speed. In addition, a 3-2 timing valve as a solenoid valve is required.
[0004]
[Problems to be solved by the invention]
However, in order to configure the above-mentioned conventional automatic transmission shift control device (first-speed, second-speed, third-speed shift control device), two solenoid valves are required, the cost is high, and the outflow of oil is reduced. There have been various problems such as an increase in heat generation, an increase in power consumption, an increase in space, and an increase in the number of harnesses.
[0005]
SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned problems, and has as its object to reduce costs and reduce oil spillage compared to a conventional shift control device for an automatic transmission. Another object of the present invention is to provide a shift control device for an automatic transmission, which can reduce the amount of heat generated, power consumption, space, and the number of harnesses.
[0006]
[Means for Solving the Problems]
To achieve the above object, a shift control device for an automatic transmission according to the first aspect of the present invention operates a shift valve by controlling a solenoid valve.pluralclutchWhatHydraulic pressureSupply and dischargeIn a shift control device for an automatic transmission that switches gears and executes a shift,The shift valve alone has three shift positions,One solenoid valveOf duty value or current value given toByThe three shift positions of the shiftIs switched.
[0007]
Therefore, the shift control device for an automatic transmission according to the first aspect of the present invention can reduce the cost as compared with the shift control device for a conventional automatic transmission, and also has an outflow of oil, a calorific value, and power consumption. , Space and the number of harnesses can be reduced.
[0008]
In order to achieve the above object, a shift control device for an automatic transmission according to a second aspect of the present invention is the shift control device for an automatic transmission according to the first aspect, wherein the shift valve comprises a solenoid valve. DeNewA plurality of clutches according to theWhatHydraulic pressureSupply and dischargeAre switched to a predetermined order.
[0009]
Therefore, in the shift control device for an automatic transmission according to the second aspect of the present invention, not only can the same operation as in the first aspect of the invention be achieved, but also the shift control can be performed reliably. .
[0010]
According to a third aspect of the present invention, there is provided a shift control device for an automatic transmission according to the first or second aspect of the present invention. A first hydraulic pressure supply side port, a first hydraulic pressure output port for outputting hydraulic pressure to the clutch side, a first hydraulic pressure discharge port, a second hydraulic pressure supply side port, and a servo engagement pressure. A second hydraulic pressure output port for outputting hydraulic pressure, a second hydraulic pressure discharge port, a third hydraulic pressure supply side port, a third hydraulic pressure output port for outputting hydraulic pressure that is a servo release pressure, A hydraulic pressure discharge port, a spool is slidably inserted into the valve main body, and a signal pressure introduction port acting on one end of the spool is provided in the valve main body. Located at the other end A biasing means for opposing the signal pressure is provided, and the spool is operated by adjusting the signal pressure in the first stage to connect the first hydraulic pressure supply port and the first hydraulic pressure output port. The other hydraulic output port is connected to the hydraulic discharge port to obtain the first speed, the spool is operated by adjusting the signal pressure in the second stage, and the second hydraulic supply port and the second hydraulic supply port are connected to each other. A second hydraulic output port is connected to a hydraulic discharge port while another hydraulic output port is connected to a hydraulic discharge port, and the spool is operated by adjusting the signal pressure in a third step to provide a third hydraulic pressure. The port on the supply side is connected to the third hydraulic output port, and the first hydraulic output port is connected to the first hydraulic discharge port to obtain the third speed.
[0011]
Therefore, in the shift control device for an automatic transmission according to the third aspect of the present invention, not only can the same effects as those of the first and second aspects of the invention be achieved, but also the first speed and the first speed can be achieved. Second speed and third speed shift control can be reliably performed.
[0012]
In order to achieve the above object, a shift control device for an automatic transmission according to a fourth aspect of the present invention is the shift control device for an automatic transmission according to the first, second or third aspect. Detecting means for detecting the rotational speed or the rotational speed of the transmission input shaft and the rotational speed of the transmission output shaft; and detecting the engine rotational speed or the rotational speed of the transmission input shaft and the rotation of the transmission output shaft detected by the detecting means. Speed ratio prediction means for predicting the speed ratio from the numberNewSpeed ratio comparing means for obtaining a correct speed ratio by comparing the speed ratio predicted from the duty value or the current value with the speed ratio by the speed ratio predicting means.
[0013]
Therefore, the shift control device for an automatic transmission according to the invention of claim 4 can not only achieve the same operation as the invention of claims 1, 2, and 3 but also provideNewIt can be determined whether the gear ratio predicted from the duty value or the current value is correct.
[0014]
Embodiment
An embodiment of the present invention will be described below with reference to the drawings.
FIG. 1 is a skeleton diagram of a power transmission mechanism in a shift control device for an automatic transmission according to the present invention. FIG. 2 (1) is a circuit configuration diagram of a shift control device for an automatic transmission according to the present invention. ) Is an explanatory diagram of a configuration of a control system of the solenoid valve, FIG. 3A is an explanatory diagram of an operation of the shift valve in the first speed, (2) is an operational explanatory diagram of the shift valve in the second speed, and FIG. It is operation | movement explanatory drawing of the shift valve at the time of the speed.
[0015]
FIG. 1 is a skeleton diagram showing a power transmission mechanism of an automatic transmission having three forward speeds and one reverse speed. This power transmission mechanism includes a transmission input shaft I to which a torque from an engine output shaft E is transmitted via a torque converter T / C, a transmission output shaft O to transmit a driving force to a final drive device, and a first planetary gear set. G₁, The second planetary gear set G₂, A direct clutch D / C, a forward clutch F / C, a band brake B, a fast reverse brake L & R / B, and a one-way clutch OWC.
[0016]
First planetary gear set G₁Is the sun gear S₁And the internal gear R₁And both gears S₁, R₁Gear P that meshes with the gear at the same time₁Carrier PC supporting₁And the second planetary gear set G₂Is the sun gear S₂And the internal gear R₂And both gears S₂, R₂Gear P that meshes with the gear at the same time₂Carrier PC supporting₂It is composed of Each component is linked as shown.
[0017]
The power transmission mechanism operates the first planetary gear set G by operating the direct clutch D / C, the forward clutch F / C, the band brake B, the first reverse brake L & R / B (one-way clutch OWC) in various combinations.₁, The second planetary gear set G₂Each element S of₁, S₂, R₁, R₂, PC₁And PC₂Can be changed, whereby the rotation speed of the output shaft O with respect to the rotation speed of the input shaft I can be variously changed to obtain three forward speeds and one reverse speed.
[0018]
In the hydraulic circuit of the shift control device of the automatic transmission shown in FIG. 2, reference numeral 1 denotes a shift valve, and the shift valve 1 has a valve body 2 as shown in FIG. 2, a spool hole 3 and a spring chamber 4 are provided. The valve body 2 has a first hydraulic pressure supply port 5 serving as a first hydraulic pressure supply port, a first hydraulic pressure output port 6 for outputting hydraulic pressure to the clutch side, and a first hydraulic pressure discharge port. 7, a second hydraulic pressure output port 8 that outputs a hydraulic pressure that is a servo engagement pressure, a second primary pressure port 9 that is a second hydraulic pressure supply-side port, a second hydraulic pressure discharge port 10, A third hydraulic pressure output port 11 for outputting a hydraulic pressure as a servo release pressure and a third original pressure port 12 as a third hydraulic pressure supply side port are respectively provided to open in the spool hole 3. .
[0019]
A spool 18 is slidably fitted in the spool hole 3, and a pilot port 24, which is a signal pressure introduction port, is formed on the opposite side of the spring chamber 4. The spool 18 is provided with first, second, and third land portions 14, 15, 16, and 17, and a spring receiving portion 25 is formed on an end surface of the land portion 17.
[0020]
A step 19 is formed between the spring chamber 4 and the spool hole 3. The spring chamber 4 has a stopper 20 having a flange 23 at an end, and first and second springs 21 and 22. And the end of the first spring 21 is inserted into the spring receiving portion 25 of the spool 18 and urges the spool 18 rightward in FIG. The second spring 22 urges the stopper 20 to the right, and makes the flange portion 23 of the stopper 20 abut against the step portion 19, thereby forming an urging means. The spring force of the first spring 21 is smaller than the spring force of the second spring 22.
[0021]
The discharge side of the oil pump 24 is connected to a pressure regulator valve 29 via a discharge-side oil passage 25, and the discharge-side oil passage 25 is provided with a line pressure relief valve 30. The pressure regulator valve 29 is connected to a front lubrication circuit 32 and a relief valve 34 of a torque converter hydraulic circuit 33 via an oil passage 31. The torque converter hydraulic circuit 33 includes an oil cooler 26 and a relief valve 27, and 28 is a rear lubrication circuit.
[0022]
An oil passage 35 is connected to a port 29e of the pressure regulator valve 29. The oil passage 35 is branched into two in the middle, and one branch oil passage 36 is connected to a port 37a of a pilot valve 37. The other branch oil passage 38 is connected to respective pressure ports 40 a and 41 a of a manual valve 40 and a throttle valve 41.
[0023]
The port 37b of the pilot valve 37 is connected to a hydraulic output port 42a of the solenoid 42 via an oil passage 46. Another hydraulic output port 42 b of the solenoid 42 is connected to the pilot port 24 of the shift valve 1 via a pilot oil passage 43. The duty of the solenoid (42) is controlled by a signal from the electronic control unit (72). Then, as shown in FIG. 2B, electric signals from a vehicle speed sensor 73, a throttle opening sensor 74, and the like are input to the electronic control device 72, and the electronic control device 72 Set the hydraulic pressure Ps of the pilot oil passage 43 to P₀, P₁, P₂A signal to be adjusted in three stages is output. The magnitude of the hydraulic pressure is P₂> P₁> P₀It is.
[0024]
That is, the duty value (or current value) of the solenoid 42 is continuously changed from 0 to 100%, and the change in the duty value (or current value) and the solenoid signal pressure (pilot pressure) Ps are determined. FIG. 4 shows the relationship.
[0025]
When the solenoid signal pressure Ps is zero, the first-speed shift state is established. In response to the increase in the solenoid signal pressure Ps, the shift valve 1 is operated to shift to the second-speed shift state, and the solenoid signal pressure Ps is further increased. As a result, the shift valve 1 is actuated to shift to the third speed shift state.
[0026]
Therefore, when the duty value (or current value) of the solenoid 42 is zero, the first speed shift state is established, and when the duty value (or current value) is about 50%, the second speed shift state is established. (Current value) is 100%, and a third-speed shift state is established.
[0027]
this is
F_{1 2}/ S_{1 2}<F_{2 3}/ S_{2 3}
Where F_{1 2}： Spring force of 1-speed to 2-speed shift
S_{1 2}: Operating area of solenoid signal pressure Ps for 1-speed to 2-speed shift
F_{2 3}： Spring force of 2nd-3rd shift
S_{2 3}: Operating area of solenoid signal pressure Ps for 2nd-3rd shift
Becomes possible.
[0028]
When the duty value (or current value) of the solenoid 42 is zero, the solenoid signal pressure Ps from the solenoid 42, that is, the pilot pressure Ps₀And the first and second springs 21 and 22 hold the initial set pressure, and the spool 18 is in the first position (first speed shift position) (1).
[0029]
In this state, the gap between the left end face 18a of the spool 18 and the right end face (end face of the flange) 20a of the stopper 20 is L, and the left end face 20b of the stopper 20 and the end face 4a of the spring chamber 4 Is M. Therefore, the pressure applied to the pilot port 24 of the shift valve 1 becomes P₀However, the first spring 21 and the second spring 22 do not change.
[0030]
When the duty value (or current value) of the solenoid 42 becomes about 50%, the solenoid signal pressure Ps from the solenoid 42 becomes P₁Therefore, the pressure applied to the pilot port 24 of the shift valve 1 becomes P₁And this pressure P₁As a result, the spool 18 moves to the left to compress the first spring 21, the left end surface 18 a of the spool 18 abuts against the right end surface 20 a of the stopper 20, and the spool 18 is moved to the second position (second position). Speed shift position) (2).
[0031]
When the duty value (or current value) of the solenoid 42 becomes 100%, the solenoid signal pressure Ps from the solenoid 42 becomes P₂Therefore, the pressure applied to the pilot port 24 of the shift valve 1 becomes P₂And this pressure P₂As a result, the spool 18 moves to the left, compresses the second spring 22 via the stopper 20, the left end surface 20a of the stopper 20 abuts against the end surface 4a of the spring chamber 4, and the spool 18 The third position (third speed shift position) (3) is reached.
[0032]
The relationship between the strokes of the first and second springs 21 and 22 and the load is as shown in FIG. 6, and the stroke of the spool 18 and the springs received by the spool 18 from the first and second springs 21 and 22 are shown in FIG. The relationship with the load is as shown in FIG.
[0033]
An oil passage 44 is connected to a hydraulic output port 40b of the manual valve 40. The oil passage 44 is connected to the forward clutch F / C via the oil passage 44. The branch oil passage 47 is connected to the second main pressure port 9 of the shift valve 1, and the other branch oil passage 48 is connected to the third main pressure port 12 of the shift valve 1. The hydraulic output port 40c of the manual valve 40 is connected to a first base pressure port 5 of the shift valve 1 via an oil passage 49.
[0034]
An oil passage 50 is connected to a hydraulic output port 40d of the manual valve 40. The oil passage 50 is branched into three in the middle thereof, and one branch oil passage 51 is connected to the pressure regulator valve 29. The other branch oil passage 52 is connected to the port 53a of the first double check valve 53, and the other branch oil passage 54 is connected to the port 55a of the second double check valve 55. I have.
[0035]
An oil passage 56 is connected to the first hydraulic output port 6 of the shift valve 1, and the oil passage 56 is connected to a port 53 b of the first double check valve 53. The port 53c of the valve 53 is connected to a first reverse brake L & R / B via an oil passage 57.
[0036]
The second hydraulic output port 8 of the shift valve 1 is connected to a servo apply chamber S / A for engaging the band brake B via an oil passage 58, and the oil passage 58 has a third double check. A valve 60 is provided, and ports 60 a and 60 b of the third double check valve 60 are connected to an accumulator circuit 63 via oil passages 61 and 62.
[0037]
Further, an oil passage 68 is connected to the third hydraulic output port 11 of the shift valve 1, and this oil passage 68 is branched into two in the middle. The branch oil passage 70 is connected to a port 55b of the double check valve 55, and is connected to a servo release chamber S / R for releasing the band brake. The second double check valve 55 is connected to the direct clutch D / C via an oil passage 75.
[0038]
Next, the operation of the shift control device for an automatic transmission configured as described above will be described. When the solenoid signal pressure Ps is zero, the first-speed shift state is established, and the shift valve 1 is operated according to the increase in the solenoid signal pressure Ps to enter the second-speed shift state. The shift valve 1 operates to enter the third speed shift state.
[0039]
Therefore, when the duty value (or current value) of the solenoid 42 is zero, the first speed shift state is established, and when the duty value (or current value) is about 50%, the second speed shift state is established. (Current value) is 100%, and a third-speed shift state is established.
[0040]
When the duty value (or current value) of the solenoid 42 is zero, the solenoid signal pressure Ps from the solenoid 42, that is, the pilot pressure Ps₀Therefore, the pressure applied to the pilot port 24 of the shift valve 1 becomes P₀The spool 18 is moved rightward by the spring force of the first spring 21 as shown in FIG. 3A, and the first main pressure port 5 and the first hydraulic pressure output port 6 are connected to each other. The communication between the second primary pressure port 9 and the second hydraulic output port 8 is interrupted, the second hydraulic output port 8 communicates with the hydraulic discharge port 7, and the third primary pressure port 12 The communication with the third hydraulic output port 11 is interrupted, and the third hydraulic output port 11 communicates with the hydraulic discharge port 10.
[0041]
By operating the manual valve 40, hydraulic fluid is supplied from the manual valve 40 side to the forward clutch F / C, and the forward clutch F / C is fastened, and the hydraulic oil from the manual valve 40 side is supplied to the forward clutch F / C. It is supplied to the first reverse brake L & R / B via the first hydraulic pressure output port 6, the oil passage 56, the first double check valve 53, and the oil passage 75 via the first main pressure port 5 of the shift valve 1. Change to first gear.
[0042]
When the duty value (or current value) of the solenoid 42 becomes about 50%, the solenoid signal pressure Ps from the solenoid 42 becomes P₁Therefore, the pressure applied to the pilot port 24 of the shift valve 1 becomes P₁The spool 18 moves to the left as shown in FIG. 3 (2) against the spring force of the first spring 21, and the left end face 18a of the spool 18 comes into contact with the stopper 20 and The spool 18 is in the second speed shift position.
[0043]
Therefore, the communication between the first main pressure port 5 and the first hydraulic output port 6 is cut off, the first hydraulic output port 6 communicates with the hydraulic discharge port 7, and the second main pressure port 9 and the second hydraulic pressure port 9 communicate with each other. The second hydraulic pressure output port 8 communicates with the second hydraulic pressure output port 8, the communication between the third primary pressure port 12 and the third hydraulic pressure output port 11 is interrupted, and the third hydraulic pressure output port 11 communicates with the hydraulic discharge port 10.
[0044]
By operating the manual valve 40, hydraulic fluid is supplied from the manual valve 40 side to the forward clutch F / C, and the forward clutch F / C is fastened, and the hydraulic oil from the manual valve 40 side is supplied to the forward clutch F / C. The band brake B is supplied to the servo apply chamber S / A via the second hydraulic pressure output port 8, the oil passage 58, and the third double check valve 60 via the second primary pressure port 9 of the shift valve 1. Engage to the second speed state.
[0045]
When the duty value (or current value) of the solenoid 42 becomes 100%, the solenoid signal pressure Ps from the solenoid 42 becomes P₂Therefore, the pressure applied to the pilot port 24 of the shift valve 1 becomes P₂Then, the spool 18 moves to the left as shown in FIG. 3 (3) against the spring force of the first and second springs 21 and 22 to be in the third speed shift position.
[0046]
Therefore, the communication between the first main pressure port 5 and the first hydraulic output port 6 is cut off, the first hydraulic output port 6 communicates with the hydraulic discharge port 7, and the second main pressure port 9 and the second hydraulic pressure port 9 communicate with each other. The communication with the second hydraulic pressure output port 8 is cut off, and the third original pressure port 12 and the third hydraulic pressure output port 11 are in communication with each other.
[0047]
By operating the manual valve 40, hydraulic fluid is supplied from the manual valve 40 side to the forward clutch F / C, and the forward clutch F / C is fastened, and the hydraulic oil from the manual valve 40 side is supplied to the forward clutch F / C. The band brake B is released by supplying the servo pressure to the servo release chamber S / R via the third hydraulic pressure port 12 of the shift valve 1, the second hydraulic pressure output port 11, and the oil passage 68, thereby releasing the band brake B. Then, the direct clutch D / C is operated via the oil passage 69, the second double check valve 55, and the oil passage 75 to set a third speed state.
[0048]
In the above-described embodiment, the first, second, and third speeds are achieved by one spool 18, but a spool in which the shift valve is axially divided by one solenoid is operated. Or one of the solenoids operates two spools, one is a shift valve that can achieve the first, second, and third gears, and the other is a shift valve. You may combine with a valve, a timing valve, etc.
[0049]
As shown in FIG. 8, the shift control device for the automatic transmission is a detecting means for detecting the engine speed N0 or the speed N1 of the transmission input shaft I and the speed N2 of the transmission output shaft O, for example, a rotation sensor. 80, 81, and 82, and the engine speed N0 and the speed N1 of the transmission input shaft I detected by the rotation sensors 80, 81, and 82 are divided by the speed N2 of the transmission output shaft O to obtain the speed ratio. A speed ratio predicting means (not shown) for predicting the speed ratio of the solenoid valve 42;NewGear ratio comparing means (not shown) for obtaining a correct gear ratio by comparing the gear ratio predicted from the gear value or the current value with the gear ratio by the gear ratio estimating means. 82 detects the engine rotational speed N0 or the rotational speed N1 of the transmission input shaft I and the rotational speed N2 of the transmission output shaft O, and N1 / N2 is the gear ratio, and this value is indicated by the solenoid 42. It is possible to check whether the duty value is correct by checking whether or not the gear ratio is correct.
[0050]
Engine speed N₀Has a certain degree of engine speed N due to slippage of the torque converter T / C.₀It is necessary to take a method to reduce the error, such as checking at a high place. The slippage of the torque converter T / C means that power is transmitted as a fluid coupling between a pump impeller directly connected to the engine side and a turbine runner side directly connected to the power train side in the torque converter T / C. . Therefore, when the engine speed at the start is low, a large slip occurs on the pump side and the turbine side of the torque converter T / C, and the torque ratio increases. When the engine speed increases to some extent, the slip decreases after the coupling point, and the torque ratio approaches 1.
[0051]
In addition, since it is not easy for the driver to recognize the malfunction due to malfunction, it is difficult for the driver to feel uncomfortable at the shift point of the constant opening upshift even if the shift point is slightly delayed. There is a method of determining whether to perform the operation and determining the duty value. That is, in the case of an upshift, little power such as acceleration or the driver's will is required. Here, there may be a case where the timing is shifted or it is difficult to shift even though the controller (atcu) issues a shift command due to a delay of the solenoid signal pressure, for example, a leak or a slow movement of the spool. Such a check may be performed at this timing. The duty value is determined by changing the duty value, that is, learning whether to shift the gear by finely adjusting the hydraulic pressure.
[0052]
【The invention's effect】
As described above, according to the shift control device for an automatic transmission according to the first aspect of the present invention, the shift valve is operated by controlling the solenoid valve.pluralclutchWhatHydraulic pressureSupply and dischargeIn a shift control device for an automatic transmission that switches gears and executes a shift,The shift valve alone has three shift positions,One solenoid valveOf duty value or current value given toByThe three shift positions of the shiftCan reduce costs and reduce the number of oil spills, heat generation, power consumption, space, and harnesses compared to conventional gear change control devices for automatic transmissions. become.
[0053]
Further, according to the shift control device for an automatic transmission according to the second aspect of the present invention, in the shift control device for an automatic transmission according to the first aspect, the shift valve includes a solenoid valve.NewA plurality of clutches according to theWhatHydraulic pressureSupply and dischargeIs switched to a predetermined order, not only the same operation as in the first aspect of the invention can be achieved, but also the shift control can be performed reliably.
[0054]
According to the shift control device for an automatic transmission according to the third aspect of the present invention, in the shift control device for an automatic transmission according to the first or second aspect, the first hydraulic pressure is supplied to the valve body of the shift valve. Side port, a first hydraulic pressure output port for outputting hydraulic pressure to the clutch side, a first hydraulic pressure discharge port, a second hydraulic pressure supply side port, and a second hydraulic pressure output port for outputting hydraulic pressure which is a servo engagement pressure. A hydraulic output port, a second hydraulic discharge port, a third hydraulic supply side port, a third hydraulic output port for outputting hydraulic pressure as a servo release pressure, and a third hydraulic discharge port. A spool is slidably inserted into the valve body, and a signal pressure introduction port for acting on one end of the spool is provided in the valve body, and a signal pressure introducing port is provided at the other end of the spool. To oppose the signal pressure An urging means is provided, and the spool is operated by adjusting the signal pressure in the first stage to connect the first hydraulic pressure supply side port to the first hydraulic pressure output port, and to connect another hydraulic output port to the first hydraulic pressure output port. A first speed is obtained by connecting to a port for hydraulic discharge, and the spool is operated by adjusting the signal pressure in a second stage to connect a port on the second hydraulic pressure supply side to a second hydraulic output port. At the same time, the other hydraulic output port is connected to the hydraulic discharge port to obtain the second speed, and the spool is operated by adjusting the signal pressure in the third stage, so that the third hydraulic supply port and the third hydraulic supply port are connected. By connecting the first hydraulic output port to the first hydraulic discharge port and obtaining the third speed by connecting the first hydraulic output port to the first hydraulic output port, the same effect as the invention of claim 1 can be achieved. Not only will it be possible, First speed, second speed, can be reliably shift control of the third speed.
[0055]
Further, according to the shift control device for an automatic transmission according to the invention of claim 4, in the shift control device for an automatic transmission according to claim 1, 2, or 3, the engine speed or the input shaft of the transmission. Detecting means for detecting the rotational speed of the transmission and the rotational speed of the transmission output shaft, and predicting the gear ratio from the engine rotational speed or the rotational speed of the transmission input shaft and the rotational speed of the transmission output shaft detected by the detecting means. Speed ratio predicting means for determining theNewA gear ratio comparing means for obtaining a correct gear ratio by comparing a gear ratio predicted from a gear value or a current value with a gear ratio by said gear ratio predicting means, and wherein the gear ratio comparing means is provided. It is possible not only to achieve the same effect as the invention ofNewIt can be determined whether the gear ratio predicted from the duty value or the current value is correct.
[Brief description of the drawings]
FIG. 1 is a power transmission mechanism in a shift control device for an automatic transmission according to the present invention.ofIt is a skeleton figure.
FIG. 2A is a circuit configuration diagram of a shift control device for an automatic transmission according to the present invention.
(2) is an explanatory diagram of a configuration of a control system of the solenoid valve.
FIG. 3 (1) is an explanatory diagram of an operation of a shift valve at a first speed.
(2) is an explanatory diagram of the operation of the shift valve at the second speed.
(3) is an explanatory diagram of the operation of the shift valve at the third speed.
FIG. 4 shows solenoid signal pressure and dataNewFIG. 4 is a diagram illustrating a relationship between a duty value (current value) and a gear ratio.
FIG. 5 is a cross-sectional view of a shift control device for an automatic transmission according to the present invention, in which a spring mechanism of a shift valve is partially omitted.
FIG. 6 shows a spring stroke and a load in the shift valve.WhenFIG.
FIG. 7 is a diagram of a spring force value of the spring mechanism.
FIG. 8 is a structural explanatory view showing the position of a rotation sensor in a shift control device for an automatic transmission according to the present invention.
FIG. 9 is a diagram of a shift schedule in the shift control device for the automatic transmission according to the present invention.
[Explanation of symbols]
1 Shift valve
42 solenoid valve

Claims (4)

In a shift control device of an automatic transmission, a shift valve is operated by controlling a solenoid valve to switch supply / discharge of hydraulic pressure to a plurality of clutches and execute a shift.
The shift valve alone has three shift positions,
A shift control device for an automatic transmission , wherein the three shift positions of the shift are switched by switching a duty value or a current value applied to one solenoid valve. Said shift valve, the shift control system for an automatic transmission according to claim 1 for switching the hydraulic pressure supply and discharge to a predetermined order in response to de Interview Ti or current value of the solenoid valve to a plurality of the clutch. A first hydraulic pressure supply side port, a first hydraulic pressure output port for outputting hydraulic pressure to the clutch side, a first hydraulic pressure discharge port, and a second hydraulic pressure supply side port on a valve body of the shift valve; A second hydraulic pressure output port that outputs a hydraulic pressure that is a servo engagement pressure, a second hydraulic pressure discharge port, a third hydraulic pressure supply-side port, and a third hydraulic pressure output that outputs a hydraulic pressure that is a servo release pressure Providing a port and a third hydraulic discharge port, slidably inserting a spool into the valve body, and providing a signal pressure introduction port acting on one end of the spool in the valve body. At the same time, an urging means is provided at the other end of the spool to oppose the signal pressure, and the spool is operated by adjusting the signal pressure in the first stage to thereby control the first hydraulic supply side. Port and first hydraulic output port And the other hydraulic output port is connected to the hydraulic discharge port to obtain the first speed, and the spool is operated by adjusting the signal pressure in the second stage, so that the second hydraulic supply port And the second hydraulic output port, and the other hydraulic output port is connected to the hydraulic discharge port to obtain the second speed, and the spool is operated by adjusting the signal pressure at the third stage. The third speed is obtained by connecting a port on the third hydraulic pressure supply side to a third hydraulic output port and connecting the first hydraulic output port to the first hydraulic discharge port. A shift control device for an automatic transmission according to claim 2. Detecting means for detecting the engine speed or the speed of the transmission input shaft and the speed of the transmission output shaft;
Speed ratio predicting means for predicting a speed ratio from the engine speed or the speed of the transmission input shaft and the speed of the transmission output shaft detected by the detecting means;
Claim 1 or claim 2 or a speed ratio comparing means for obtaining the correct gear ratio as compared with the speed ratio by the gear ratio predicting means the speed ratio to be expected from de Interview Ti or current value of the solenoid valve The shift control device for an automatic transmission according to claim 3.

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