JP5071648B2 - Control device for automatic transmission - Google Patents

Description

  The present invention relates to a control device for an automatic transmission, and more particularly, to an electronic control unit that is not damaged by high-temperature oil while being arranged in a transmission case.

An automatic transmission mounted on an automobile switches a power transmission path of a transmission mechanism to which engine output rotation is input via a torque converter by selectively engaging a plurality of friction elements to thereby change a plurality of speed stages with different reduction ratios. However, in recent years, there has been a tendency to increase the number of shift stages for the purpose of improving the driving performance and fuel efficiency of an automobile.
A control valve unit incorporating a plurality of electromagnetic control valves for switching a plurality of oil passages of the hydraulic system for the friction element is provided, and this control valve unit is integrally provided below the transmission mechanism.

  As described above, since the number of control valves has increased as the number of shift stages is increased, the electronic control unit for controlling the control valve unit is provided outside the transmission case as before. In the case of arrangement, the length of a large number of harnesses connecting the electronic control unit to the control valves becomes long, which is disadvantageous in terms of production cost.

Therefore, recently, in the control device for an automatic transmission for a vehicle described in Patent Document 1, a wiring-integrated insulating sheet and an electronic control unit are disposed on the upper surface of the valve body of the control valve unit immediately below the transmission mechanism. The upper side of the electronic control unit is covered with a protective cover made of synthetic resin, and a rotation sensor, an oil temperature sensor, a hydraulic pressure sensor and the like are provided on the wiring integrated insulating sheet outside the protective cover.
JP 2002-12097 A

  In the control device for an automatic transmission disclosed in Patent Document 1, the electronic control unit is disposed on the upper surface of the valve body of the control valve unit directly below the speed change mechanism via a wiring-integrated insulating sheet. Although the length of the harnesses connected to the control valves can be shortened, the high-temperature oil used for cooling the transmission mechanism scatters immediately below the transmission mechanism and constantly contacts the upper surface of the protective cover. There is a possibility that thermal damage to the unit may occur, and durability of the electronic control unit may be reduced.

  An object of the present invention is to provide a control device for an automatic transmission in which an electronic control unit is arranged in a space that is not easily damaged by high-temperature oil in a transmission case.

Control system for an automatic transmission according to claim 1, a valve body which control valve mechanism is incorporated for the hydraulic control of the friction engagement elements provided in the transmission having an input shaft, provided on the valve body In a control device for an automatic transmission having an electronic control unit for performing a shift control, a peripheral wall formed on a transmission case surrounding the transmission mechanism and extending along an outer periphery of a rotating member of the transmission mechanism, and a shelf-like shape from the peripheral wall to the side An outer wall formed in the transmission case so as to cover the upper surface side and the side surface side of the valve body, and the peripheral wall, the outer wall, and the valve body at a position deviated laterally from directly below the transmission mechanism. a sensor mounting portion which is integrated with formed accommodation space, in the electronic control unit and is arranged in the input shaft direction the form with the electronic control unit, the mounting sensor And a rotation sensor for detecting a rotational speed of a predetermined rotary member mounted and the speed change mechanism integrally with, the electronic control unit is disposed in the housing space, the peripheral wall is the transmission and the electronic control unit The rotation sensor is disposed at a position directly opposite to the rotation member .

A transmission case that is formed in the transmission case and extends along the outer periphery of the rotating member of the transmission mechanism, and extends from the peripheral wall to the side and then extends downward to cover the upper and side surfaces of the valve body. Since the electronic control unit for performing the shift control is provided in the housing wall formed in the outer wall formed in the position and the valve body at the position that is laterally disengaged from the position immediately below the speed change mechanism, the position is removed from the position immediately below the speed change mechanism. The electronic control unit can be disposed so as not to be damaged by high-temperature oil by effectively utilizing the dead space inside the outer wall of the transmission case at the site.
According to a second aspect of the present invention, there is provided the automatic transmission control device according to the first aspect of the invention, wherein the electronic control unit is disposed at a position deviating laterally from directly below the speed change mechanism with respect to the rotation sensor. It is said.

According to a third aspect of the present invention, there is provided a control device for an automatic transmission according to the second aspect of the invention, wherein a primary shaft provided coaxially with the engine and provided with the speed change mechanism, and a vehicle rearward slant with respect to the primary shaft parallel to the primary shaft. A secondary shaft provided above, and a differential shaft provided obliquely below the vehicle rearward relative to the primary shaft in parallel with the primary shaft, wherein the valve body is disposed below the transmission mechanism. The space is provided on the vehicle front side of the speed change mechanism.

Control system for an automatic transmission according to claim 4 is the invention of claim 3, prior Symbol rotation sensor is characterized in that provided obliquely to the vehicle obliquely rearward from the sensor attachment portion.

According to a fifth aspect of the present invention, there is provided an automatic transmission control device according to the fourth aspect of the invention, wherein the automatic transmission includes a torque converter, and the rotation sensor and the electronic control unit are sequentially arranged from the torque converter side. It is a feature.

According to the present invention, the peripheral wall of the transmission case, and the outer wall of the variable-speed transmission case, due to the provision of an electronic control unit that performs a shift control in the accommodation space formed by the valve body, the side from just below the transmission mechanism By placing the electronic control unit in the part that is removed from the side, effectively using the dead space inside the outer wall of the transmission case, it is possible to remove the hot oil that scatters from the transmission mechanism, even though it is the inner space of the transmission case. Thus, the electronic control unit can be disposed at a position where the electronic control unit is not damaged, and a decrease in durability of the electronic control unit can be prevented.
In addition, since the electronic control unit is arranged on the upper surface side of the valve body, the length of the plurality of harnesses connecting the electronic control unit to the control valve mechanism can be shortened, and the manufacturing cost can be reduced.
According to a second aspect of the present invention, the electronic control unit is disposed at a position that is disengaged laterally from directly below the speed change mechanism with respect to the rotation sensor. Therefore, damage from high-temperature oil scattered from the speed change mechanism. Is more difficult to receive.

According to the invention of claim 3 , the present invention is applied to an FF 3-shaft type automatic transmission having a primary shaft, a secondary shaft, and a differential shaft, and the housing space is formed on the vehicle front side of the speed change mechanism, The electronic control unit can be reliably arranged in the accommodation space.

According to the invention of claim 4, since the pre-Symbol rotation sensor is provided to be inclined in the vehicle obliquely rearward from the sensor attachment portion, it is possible to reduce the harness and coupler, rotation sensor and the sensor mounting portion integrally The electronic control unit thus arranged can be arranged at a higher position, and the damage from the high-temperature oil scattered by that amount can be made more difficult to receive.

According to a fifth aspect of the present invention, the automatic transmission includes a torque converter, and the rotation sensor and the electronic control unit are arranged in order from the torque converter side. A control unit can be arranged.

  The best mode for carrying out the present invention will be described below with reference to the drawings.

  FIG. 1 is a skeleton diagram showing a configuration of an automatic transmission 1 according to an embodiment of the present invention. The automatic transmission 1 is applied to a horizontally mounted engine type vehicle such as a front engine or a front drive vehicle. Thus, the main component includes a torque converter 3 attached to the engine output shaft 2 and a transmission mechanism 5 to which the output rotation of the torque converter 3 is input via the input shaft 4. It is housed in the transmission case 6 in a state of being disposed on the axis of the input shaft 4.

  The output rotation of the speed change mechanism 5 is transmitted to the differential device 9 from the output gear 7 disposed in the intermediate portion of the input shaft 4 on the shaft center of the input shaft 4 via the counter drive mechanism 8. The axles 9a and 9b are driven.

  The torque converter 3 includes a case 3a connected to the engine output shaft 2, a pump 3b fixed in the case 3a, a pump 3b disposed opposite to the pump 3b, and driven by hydraulic oil through the pump 3b. A turbine 3c, a stator 3e interposed between the pump 3b and the turbine 3c and supported by the transmission case 6 via the one-way clutch 3d, and provided between the case 3a and the turbine 3c. The lockup clutch 3f directly connects the engine output shaft 2 and the turbine 3c via the case 3a. The rotation of the turbine 3 c is transmitted to the speed change mechanism 5 via the input shaft 4.

  On the other hand, the transmission mechanism 5 includes first, second, and third planetary gear sets (hereinafter simply referred to as “first, second, and third gear sets”) 10, 20, and 30, which are transmission case 6. On the anti-torque converter side of the output gear 7 in the inside, they are arranged in order from the torque converter side.

  As a friction engagement element constituting the speed change mechanism 5, a first clutch 40 and a second clutch 50 are arranged on the torque converter side of the output gear 7, and a first clutch is provided on the counter torque converter side of the output gear 7. The brake 60, the second brake 70, and the third brake 80 are disposed in order from the torque converter side, and the one-way clutch 90 is disposed in parallel with the first brake 60.

  The first, second, and third gear sets 10, 20, and 30 are all single-pinion type planetary gear sets, and each of the sun gears 11, 21, 31 is engaged with the sun gears 11, 21, 31, respectively. Pinions 12, 22, and 32, carriers 13, 23, and 33 that support these pinions 12, 22, and 32, and ring gears 14, 24, and 34 that mesh with the pinions 12, 22, and 32, respectively. Yes.

  The input shaft 4 is connected to the sun gear 31 of the third gear set 30, the sun gear 11 of the first gear set 10, the sun gear 21 of the second gear set 20, the ring gear 14 of the first gear set 10, and the carrier 23 of the second gear set 20, The ring gear 24 of the second gear set 20 and the carrier 33 of the third gear set 30 are connected to each other. The output gear 7 is connected to the carrier 13 of the first gear set 10.

  The sun gear 11 of the second gear set 10 and the sun gear 21 of the second gear set 20 are connected to the input shaft 4 via the first clutch 40 so as to be connectable and detachable, and the carrier 23 of the second gear set 20 is connected to the second clutch 50. It is connected to the input shaft 4 via the connection.

  The ring gear 14 of the first gear set 10 and the carrier 23 of the second gear set 20 are connected to the transmission case 6 via a first brake 60 and a one-way clutch 90 arranged in parallel so as to be connectable and disconnectable. The ring gear 24 of the 20 and the carrier 33 of the third gear set 30 are connected to the transmission case 6 via the second brake 70 so that they can be connected and disconnected, and the ring gear 34 of the third gear set 30 is connected to the third brake 80. It is connected to the transmission case 6 via the detachable connection.

  With the above-described configuration, according to the speed change mechanism 5, six forward speeds and reverse speeds are obtained by combining the engaged states of the first and second clutches 40 and 50 and the first, second, and third brakes 60, 70, and 80. The relationship between the combination and the gear position is shown in the fastening table of FIG. The first brake 60 is engaged only at the first speed for operating the engine brake, and at the first speed where the engine brake is not operated, the one-way clutch 90 is locked to form the first speed.

  Next, a control device of the automatic transmission 1 including the electronic control unit 25 that performs shift control on the control valve mechanism that hydraulically controls the friction engagement element of the transmission mechanism 5 will be described with reference to FIGS. In the following description, the front, rear, left and right of the automobile will be described as front, back, left and right. FIG. 3 is a front view of the automatic transmission 1 as viewed from the front, and FIG.

  The automatic transmission 1 includes a primary shaft 26 provided coaxially with the engine and provided with a speed change mechanism 5, and a secondary shaft 27 provided obliquely upward and rearward of the primary shaft 26 in parallel with the primary shaft 26. And a differential shaft 28 that is provided obliquely below the vehicle rearward relative to the primary shaft 26 in parallel with the primary shaft 26.

  A control valve unit 41 is disposed below the automatic transmission 1 so as to be positioned below the speed change mechanism 5, and the control valve unit 41 includes three valve bodies 42 that are built up in three stages. , 43, 44 and an oil pan 45. Inside these valve bodies 42, 43, 44, there are a manual valve 35 that strokes in conjunction with a range switching operation of a shift lever of an automobile, and a friction engagement element. It incorporates hydraulic control valves, multiple accumulators, and many oil passages.

  As shown in FIGS. 3 and 5, the manual valve 35 is disposed parallel to the primary shaft 26 at a portion near the front end of the uppermost valve body 44 and is configured to stroke in the axial direction. The manual valve 35 is provided with a mechanical operating system for interlockingly connecting a shift lever. An engaging member 38 extending downward from a rotating plate 37 at the lower end of the rotating shaft 36 of the operating system is provided at the front end of the valve shaft of the manual valve 35. The manual valve 35 strokes in the axial direction via a mechanical operation system in accordance with the shift position (P, R, N, D) of the shift lever.

As shown in FIGS. 5 to 7, the transmission case 6 that surrounds the speed change mechanism 5 is a peripheral wall 51 that extends along the outer periphery of a rotating member such as a gear or a drum, and has a lower end portion that opens downward. includes an outer wall 52 covering the upper surface side and the front side of the valve body 44 extends downward from extends integrally shelf forward from the peripheral wall 51. In the electronic control unit 25, a housing space 53 that is convex upward is formed above the valve body 44 by the peripheral wall 51, the outer wall 52, and the uppermost valve body 44 of the transmission case 6. The electronic control unit 25 is provided inside the housing space 53 and is provided on the vehicle front side of the transmission mechanism 5.

  The electronic control unit 25 has a control unit case made of synthetic resin, a printed circuit board (not shown) housed inside the control unit case, and a computer (not shown) assembled to the printed circuit board. A central connector 25a for connecting a plurality of signal lines and power lines is integrally formed vertically upward at the left end of the electronic control unit 25.

The electronic control unit 25 has a sensor mounting portion 25A that is integrally formed so as to continue from the right end of the rear portion to the right. The sensor mounting portion 25A has a stroke position detection sensor 61 that detects the stroke position of the manual valve 35. And rotation sensors 62, 63, 64 for detecting the number of rotations of the rotating member of the speed change mechanism 5 are integrally attached. The rotation sensors 62, 63, and 64 are integrated with the electronic control unit 25, and the rotation sensors 62, 63, and 64 are inclined obliquely rearward from the sensor mounting portion 25A of the electronic control unit 25 (upwardly inclined to be inclined). Is provided. The stroke position detection sensor 61 and the rotation sensors 62, 63, 64 are connected to the electronic control unit 25 via harnesses, respectively.

The stroke position detection sensor 61 is a potentiometer type sensor. The stroke position detection sensor 61 includes a rectangular groove-shaped guide portion 61a that is horizontal in the left-right direction, and a resistor 61b that is provided in the middle portion of the guide portion 61a. And a movable member 61c that can move left and right along the guide portion 61a, and an engaging member 61d that is attached to the movable member 61c and engages with the disk member 35a of the manual valve 35.
When the manual valve 35 is switched through the operation of the shift lever, the movable member 61c is also integrally moved to a position corresponding to the shift position via the engaging member 61d, so that the stroke position is changed from the change in the electric resistance value. Configured to detect.

  As shown in FIGS. 1, 5, and 6, the rotation sensor 62 is an electromagnetic pickup type sensor that detects the rotation of the input shaft 4 (turbine shaft). The rotation sensor 63 is an electromagnetic pickup sensor that detects the rotation of the bubb member of the first clutch 40 (the rotation of the first and second sun gears 11 and 21). The rotation sensor 64 is an electromagnetic pickup type sensor that detects the rotation of the output gear 7. As shown in FIG. 1, the rotation sensors 62, 63, 64 and the electronic control unit 25 are arranged in order from the torque converter 3 side.

Next, the operation and effect of the control device for the automatic transmission 1 will be described.
The electronic control unit 25 for performing the shift control is provided in the peripheral wall 51 of the transmission case 6, the outer wall 52 of the transmission case 6 provided adjacent to the peripheral wall 51, and the accommodating space 53 formed by the valve body 44. By disposing the electronic control unit 25 in a portion that is disengaged from the position immediately below the transmission mechanism 5 to the front side, by effectively utilizing the dead space inside the outer wall 52 of the transmission case 6, the inner space of the transmission case 6 is arranged. However, the electronic control unit 25 can be disposed at a position that is not damaged by the high-temperature oil scattered from the speed change mechanism 5, and a decrease in durability of the electronic control unit 25 can be prevented.

  The present invention is applied to an FF 3-axis type automatic transmission having a primary shaft 26, a secondary shaft 27, and a differential shaft 28, and the housing space 53 is formed at a position on the vehicle front side of the transmission mechanism 5, and the housing space is formed. The electronic control unit 25 can be reliably arranged at 53.

Since the electronic control unit 25 is arranged on the upper surface side of the valve body 44, the length of a plurality of harnesses connecting the electronic control unit 25 to the solenoids of the control valves can be shortened, and the manufacturing cost can be reduced. . Further, since the rotation sensors 62, 63, 64 are integrated with the electronic control unit 25 via the sensor mounting portion 25A , harnesses and couplers for connecting the rotation sensors 62, 63, 64 to the electronic control unit 25 are provided. You can save. Furthermore, since the rotation sensors 62, 63, 64 are provided to be inclined obliquely rearward of the vehicle from the sensor mounting portion 25A of the electronic control unit 25 , the electronic control unit 25 in which the rotation sensor and the sensor mounting portion 25A are integrated is higher. It can arrange | position in a position and can make it harder to receive the damage from the high temperature oil which scatters.

  The automatic transmission 1 includes a torque converter 3, and the rotation sensors 62, 63, and 64 and the electronic control unit 25 are arranged in this order from the torque converter 3 side. 25 can be arranged.

Since the stroke position detection sensor 61 for detecting the stroke position of the manual valve 35 is provided and the stroke position detection sensor 61 is integrally formed with the sensor mounting portion 25A of the electronic control unit 25, the stroke position detection sensor 61 is integrated with the electronic control unit. In addition to saving the harness and coupler connected to 25, the stroke position detection sensor 61 can be compactly laid out.

Since the manual valve 35 is disposed parallel to the primary shaft 26 and strokes in the axial direction, a compact layout of the manual valve 35 is possible.
Since the manual valve 35 is provided in the uppermost valve body 44 of the plurality of valve bodies 42, 43, 44 and the electronic control unit 25 is disposed on the upper surface side of the uppermost valve body 44, the electronic control unit 25 Can be laid out at a high position to reduce thermal damage.

Next, an example in which the above embodiment is partially changed will be described.
1] Although the case where the present invention is applied to an automatic transmission of a horizontal engine type automobile has been described as an example, the present invention can be similarly applied to an automatic transmission of a vertical engine type automobile.
2] Although the control valve unit of the automatic transmission includes three valve bodies arranged in three stages, the number of valve bodies may be two or one.
3] In addition, those skilled in the art can implement the above-described embodiment with appropriate modifications, and the present invention includes such modifications.

1 is a schematic diagram of an automatic transmission according to an embodiment of the present invention. It is a graph which shows the relationship between the combination of fastening of a friction engagement element, and a gear stage. It is a front view of an automatic transmission. It is a right view of an automatic transmission. It is a perspective view, such as an electronic control unit, a rotation sensor, and a manual valve. It is a perspective view of an electronic control unit and a rotation sensor. It is principal part sectional drawing of the accommodation space which accommodates an electronic control unit, and its vicinity part.

DESCRIPTION OF SYMBOLS 1 Automatic transmission 3 Torque converter 5 Transmission mechanism 6 Transmission case 25 Electronic control unit 26 Primary shaft 27 Secondary shaft 28 Differential shaft 35 Manual valve 42, 43, 44 Valve body 51 Perimeter wall 52 Outer wall 53 Housing space 61 Stroke position detection sensor 62 , 63, 64 Rotation sensor

Claims (5)

Automatic transmission with a valve body which control valve mechanism is incorporated for the hydraulic control of the friction engagement elements provided in the transmission having an input shaft, an electronic control unit that performs a shift control is provided on the valve body In the control device of the machine,
A peripheral wall that is formed in a transmission case that surrounds the transmission mechanism and extends along the outer periphery of the rotating member of the transmission mechanism, and extends from the peripheral wall to the side and then extends downward to cover the upper surface side and the side surface side of the valve body. An outer wall formed in the transmission case, a housing space formed by the peripheral wall, the outer wall, and the valve body at a position that is laterally removed from directly below the transmission mechanism , the electronic control unit, and the input shaft direction A sensor mounting unit integrated with the electronic control unit in a side-by-side arrangement; and a rotation sensor that is integrally mounted on the sensor mounting unit and detects the rotational speed of a predetermined rotating member of the speed change mechanism. ,
The electronic control unit is disposed in the accommodation space ;
The control apparatus for an automatic transmission, wherein the peripheral wall is formed between the electronic control unit and the speed change mechanism, and the rotation sensor is disposed at a position directly opposite the rotation member . The automatic transmission control device according to claim 1, wherein the electronic control unit is disposed at a position that is deviated laterally from directly below the speed change mechanism with respect to the rotation sensor . A primary shaft provided coaxially with the engine and provided with the speed change mechanism, a secondary shaft provided obliquely above the vehicle rearward with respect to the primary shaft parallel to the primary shaft, and to the primary shaft parallel to the primary shaft A differential shaft provided obliquely below the rear of the vehicle, wherein the valve body is disposed below the speed change mechanism, and the space is provided on the vehicle front side of the speed change mechanism. The control device for an automatic transmission according to claim 2 . 4. The control device for an automatic transmission according to claim 3, wherein the rotation sensor is provided to be inclined obliquely rearward of the vehicle from the sensor mounting portion . 5. The automatic transmission control device according to claim 4, wherein the automatic transmission includes a torque converter, and the rotation sensor and the electronic control unit are sequentially arranged from the torque converter side.