JP6474099B2 - Control device for automatic transmission - Google Patents

Description

  The present invention relates to a control device for an automatic transmission mounted on a vehicle, for example.

  2. Description of the Related Art Conventionally, for example, an automatic transmission for a vehicle having a speed change mechanism that can selectively form a plurality of shift speeds by switching engagement / disengagement of a clutch and a brake has been widely used. In a vehicle equipped with such an automatic transmission, a transfer is provided between the output shaft of the automatic transmission and the drive wheels, and the four-wheel drive and two-wheel drive are switched by this transfer, or the high speed stage and the low speed stage are switched. Is known.

  In such a transfer, for example, as a mechanism for switching between a high speed stage and a low speed stage, a plurality of rotary plates having the same diameter having outer splines on the outer peripheral portion, and the periphery of these rotary plates can be moved in the axial direction. And a sleeve having an inner spline that can simultaneously engage with outer splines of a plurality of rotating plates (see, for example, FIG. 2). According to this mechanism, the high-speed stage and the low-speed stage can be switched by moving the sleeve in the axial direction and switching the rotating plate to which the inner and outer splines are simultaneously engaged (for example, FIG. (See (c)).

  In the vehicle having this transfer, for example, when the neutral (N) range in which all clutches and brakes of the speed change mechanism are released is selected while the vehicle is stopped, the driver switches the high speed stage and the low speed stage of the transfer. Operations may be performed. In this case, the internal combustion engine which is a drive source is idling and the clutch can be rotated in the clutch even if the speed change mechanism is in the N range. Therefore, the output member (output shaft) of the automatic transmission has a certain amount. May rotate at speed. Thus, in the transfer, even if the inner spline of the sleeve is engaged with the outer spline of the rotating plate connected to the output member, the sleeve may be repelled by the rotation of the rotating plate and cannot be switched.

  In order to solve this problem, when the N range is selected in the automatic transmission to which the transfer is connected, some clutches and brakes are engaged, and the rotation speed of the output member of the automatic transmission is reduced. A control device for an automatic transmission that makes it easy to engage a sleeve with a rotary plate connected to an output member is known (see Patent Document 1).

JP 2010-247603 A

  However, in the automatic transmission control device described in Patent Document 1, some clutches and brakes remain engaged until the transfer is switched. For example, the outer spline of the rotary plate connected to the output member Further, the opposing surfaces in the axial direction of the inner spline are in contact with each other, the outer spline is pressed in the rotation direction, and the inner spline is pressed in the axial direction. c)). That is, there is a possibility that the transfer cannot be switched because the sleeve comes into contact with the rotating element of the transfer connected to the output member of the automatic transmission and cannot move completely before switching. In this case, there has been a problem that even if waiting continues, the transfer is not switched and the traveling state of the vehicle may not be switched.

  SUMMARY OF THE INVENTION Therefore, the present invention provides an automatic transmission control device capable of avoiding that the transfer sleeve cannot be moved in the axial direction during the neutral range of the speed change mechanism and the vehicle traveling state cannot be switched by the transfer. With the goal.

  The control apparatus for an automatic transmission according to the present invention includes an input member that is drivingly connected to a driving source, an output member that is drivingly connected to a transfer capable of switching a traveling state of the vehicle, and the input member to the output member. A transmission state that is provided on the power transmission path, is engaged / disengaged by supplying / discharging hydraulic pressure, and is simultaneously engaged or simultaneously released, and the power is transmitted from the input member to the output member, and the power from the input member to the output member. A transmission mechanism having a plurality of engagement elements capable of selectively forming a non-transmission state in which the transmission is interrupted, and a hydraulic control device capable of supplying and discharging hydraulic pressure to and from the engagement elements A transmission control device that engages a stop engagement element that stops the output member by engagement when switching a running state of the vehicle by the transfer, and opens the transfer switching. After, if the transfer is switching switching is not competent to release the engagement element the stop.

  According to the control device for an automatic transmission of the present invention, when switching the running state of the vehicle by transfer, the engagement element for stopping that acts to stop at least the output member by engagement is engaged, and the transfer is switched. After starting, if the transfer is not switchable, the stop engaging element is released. Since the force to stop the output member is released by releasing the stop engagement element, it is possible to prevent the output member from being rotated and the traveling state of the vehicle from being unable to be switched by transfer. it can.

Schematic which shows the vehicle of this Embodiment. The skeleton figure which shows the automatic transmission and transfer of this Embodiment. The engagement table | surface in the automatic transmission of this Embodiment. It is a top view which shows the engagement state of the outer spline of this embodiment, and an inner spline, (a) is the case where the contact surface of each spline contact | abuts in the direction which a one-way clutch can rotate, (b) is ( After a), when the inner spline enters between the outer splines, (c) shows the case where the contact surface of each spline contacts the non-rotatable direction of the one-way clutch. The flowchart which shows the operation | movement before the transfer switching start in the automatic transmission of this Embodiment. The flowchart which shows the operation | movement after the start of transfer switching in the automatic transmission of this Embodiment. The time chart of a driver | operator's operation and the signal of each part in the automatic transmission of this Embodiment.

  Hereinafter, the control apparatus for the automatic transmission 3 according to the present embodiment will be described with reference to FIGS. 1 to 7. In this specification, the drive connection refers to a state in which the rotating elements are connected so as to be able to transmit a driving force, and the rotating elements are connected so as to rotate integrally, or the rotating elements. Is used as a concept including a state in which driving force is transmitted through a clutch or the like.

  A schematic configuration of a vehicle 1 including a control device for an automatic transmission 3 according to the present embodiment will be described with reference to FIG. The vehicle 1 includes an internal combustion engine (drive source) 2, an automatic transmission 3, a transfer 4, a front wheel 5, a rear wheel 6, an ECU (vehicle side control device) 7, and a transmission ECU (control device) 8. Etc. The internal combustion engine 2 is an internal combustion engine such as a gasoline engine or a diesel engine, and is connected to the automatic transmission 3.

  The front wheels 5 are connected to the transfer 4 via a front drive shaft 50 connected to the transfer 4, a front differential 51 connected to the front drive shaft 50, and left and right front drive shafts 52 connected to the front differential 51. It is connected. The rear wheel 6 is connected to the transfer 4 via a rear drive shaft 60 connected to the transfer 4, a rear differential 61 connected to the rear drive shaft 60, and left and right rear drive shafts 62 connected to the rear differential 61. It is connected to. For this reason, the front wheels 5 and the rear wheels 6 are rotated by the driving force from the transfer 4, and the vehicle 1 can travel by four-wheel drive.

  As shown in FIG. 2, the automatic transmission 3 includes an input shaft 31 of the automatic transmission 3, a starting device 10, an input shaft (input member) 32 of the transmission mechanism 20, a transmission mechanism 20, and an output shaft (output). Member) 33 are arranged side by side on the same axis, and a mission case (case) 34 for housing them is provided. An input shaft 31 of the automatic transmission 3 is connected to the crankshaft 2 a of the internal combustion engine 2.

  The starting device 10 includes a torque converter 11 and a lockup clutch 12 that can lock it up. The torque converter 11 is disposed between the pump impeller 11a connected to the input shaft 31 of the automatic transmission 3, the turbine runner 11b to which the rotation of the pump impeller 11a is transmitted via oil as the working fluid. And a stator 11c whose rotation is restricted in one direction by a one-way clutch 11d. The turbine runner 11 b is connected to the input shaft 32 of the speed change mechanism 20. The lock-up clutch 12 directly engages the front cover 12a and the input shaft 32 of the speed change mechanism 20 by the engagement to bring the torque converter 11 into a locked-up state.

  The speed change mechanism 20 is housed in a case 34 and includes a first planetary gear DP1 and a planetary gear set PS including second and third planetary gears SP2 and DP3 in order from the input shaft 32 side. The first and third planetary gears SP1 and SP3 are both constituted by a double pinion planetary gear, and the second planetary gear SP2 is constituted by a single pinion planetary gear.

  The first planetary gear DP1 is a first carrier CR1 that rotatably supports a first sun gear S1, a first ring gear R1, and a first pinion P1 and a second pinion P2 meshing with the first sun gear S1 and the first ring gear R1. And have.

  The first sun gear S1 is fixed to the case 34. The first ring gear R1 is drivingly connected to the first clutch C1 and the third clutch C3. The first carrier CR1 is always drivingly connected to the input shaft 32 of the speed change mechanism 20 and is drivingly connected to the fourth clutch C4.

  The planetary gear set PS has a second planetary gear SP2 and a third planetary gear DP3. The second planetary gear SP2 is a second sun gear (second planetary rotating element) that is drivingly connected to a third clutch (stopping engagement element) C3, a fourth clutch C4, and a first brake (stopping engagement element) B1. S2, and a second carrier CR2 (third planetary rotating element) that rotatably supports the third pinion P3 meshing with the second sun gear S2 and the third ring gear (first planetary rotating element) R3. ing.

  The third planetary gear DP3 meshes with the third sun gear S3 that is drivingly connected to the first clutch C1, the third ring gear R3 that is drivingly connected to the output shaft 33, the third sun gear S3, and the third ring gear R3. And a third carrier CR3 (third planetary rotating element) that rotatably supports the fourth pinion P4 and the fifth pinion P5.

  In the planetary gear set PS, the third pinion P3 and the fifth pinion P5 are configured by one long pinion. The second carrier CR2 and the third carrier CR3 in the planetary gear set PS are connected to the second clutch C2 interposed between the input shaft 32 of the speed change mechanism 20 and the rotation is locked to the case 34. It is connected to the obtained second brake B2 and connected to a one-way clutch F1 that restricts rotation in one direction with respect to the case 34. That is, the speed change mechanism 20 includes a one-way clutch F1 that is provided on the power transmission path and that allows the output shaft 33 to rotate only in one direction when the third clutch C3 and the first brake B1 are engaged. . The rotation of the input shaft 32 can be selectively input to the second carrier CR2 and the third carrier CR3 via the second clutch C2, and the rotation is caused by the one-way clutch F1 with respect to the rotation direction from the internal combustion engine 2. It is permitted and restricted (engaged in the driving force output state) with respect to the reverse rotation direction, and the rotation can be locked by the second brake B2.

  The third ring gear R3 in the planetary gear set PS is connected to the output shaft 33, and the rotation determined by the rotation states of the second carrier CR2 and the third carrier CR3, the second sun gear S2 and the third sun gear S3 from the output shaft 33. Output to transfer 4.

  Here, the third sun gear in the planetary gear set PS is connected via the first clutch C1 to the first ring gear R1 that is drivingly connected to the first carrier CR1 that is drivingly connected to the input shaft 32 at a predetermined reduction ratio. The second carrier CR2 and the third carrier CR3 are connected to the input shaft 32 via the second clutch C2.

  That is, in this embodiment, the speed change mechanism 20 includes an input shaft 32 that is drivingly connected to the internal combustion engine 2, an output shaft 33 that is drivingly connected to the transfer 4 that can switch the traveling state of the vehicle 1, and the input shaft 32. A plurality of engagement elements C1, C2, C3, which are provided on a power transmission path from the engine to the output shaft 33, can be selectively formed by a combination of engagement / disengagement by hydraulic supply / discharge and simultaneous engagement. C4, B1, and B2.

  In the present embodiment, the speed change mechanism 20 has a planetary gear set PS including at least the third ring gear R3, the second sun gear S2, the second and third carriers CR2 and CR3, and the third ring gear R3 is the output shaft 33. The second sun gear S2 is connected to the first brake B1 as the stop engagement elements C3, B1, and the second and third carriers CR2, CR3 are one way as the stop engagement elements C3, B1, F1. It is connected to the clutch F1. For this reason, even if the force of the direction which stops the output shaft 33 generate | occur | produces at the time of engagement of the engagement elements C3 and B1 for a stop, the output shaft 33 becomes rotatable in one direction. Therefore, the forward direction can be free and the reverse direction can be locked. Here, the planetary gear set PS has the second planetary gear SP2 and the third planetary gear DP3, but is not limited thereto. For example, as a single planetary having a single ring gear, sun gear, and carrier, the ring gear is connected to the output shaft 33, the sun gear is connected to the first brake B1 as the stop engagement elements C3, B1, and the carrier is the stop engagement. You may make it connect with the one-way clutch F1 as joint element C3, B1, F1.

  In the present embodiment, the speed change mechanism 20 has a planetary gear set PS including at least the third ring gear R3 and other planetary rotating elements, and the third ring gear R3 is connected to the output shaft 33 and is connected to other planetary rotations. At least one rotating element (second and third carriers CR2, CR3) of the elements is connected to the input shaft 32 via the second clutch C2, and the stop engaging elements C3, B1 are input by engagement. By stopping the rotation of the shaft 32, the rotation of the output shaft 33 is stopped. For this reason, in the non-transmission state, even when rotation from the internal combustion engine 2 and the input shaft 32 is transmitted to the output shaft 33 by dragging the second clutch C2, the output shaft is stopped by stopping the rotation of the input shaft 32. The rotation of 33 can be stopped.

  In the automatic transmission 3 configured as described above, the first to fourth clutches C1 to C4, the first and second brakes B1 and B2, and the one-way clutch F1 shown in the skeleton of FIG. By operating in the combinations shown in the table, the first forward speed (1st) to the eighth forward speed (8th), the first reverse speed (Rev1) and the second reverse speed (Rev2) are achieved.

  The hydraulic control device 30 includes, for example, a valve body, generates line pressure and the like from the hydraulic pressure supplied from the oil pump, and each of the first to fourth clutches C1 to C4 based on a control signal from the transmission ECU8. The hydraulic pressure for controlling the first and second brakes B1 and B2 can be supplied and discharged.

  The transmission ECU 8 includes, for example, a CPU, a ROM that stores a processing program, a RAM that temporarily stores data, an input / output port, and a communication port, to each solenoid valve of the hydraulic control device 30. Various signals such as control signals are output from the output port. The transmission ECU 8 electrically controls the hydraulic control device 30. The transmission ECU 8 is, for example, a C3 supply pressure control signal for controlling the hydraulic pressure supplied to the hydraulic servo of the third clutch C3 and a B1 supply pressure control signal for controlling the hydraulic pressure supplied to the hydraulic servo of the first brake B1. Is transmitted to the hydraulic control device 30.

  The ECU 7 includes, for example, a CPU, a ROM that stores a processing program, a RAM that temporarily stores data, an input / output port, and a communication port. It is also possible to control the fuel injection amount, and to control the shift of the gear 4 with respect to the transfer 4. In the present embodiment, the ECU 7 is described as one ECU. However, the present invention is not limited to this. For example, an ECU is provided for each control target, such as an engine ECU or a transfer ECU, and an ECU that controls these ECUs. You may make it provide.

  Further, the ECU 7 is connected to a shift position sensor (not shown), a rotation speed sensor (not shown) of the output shaft 33, a brake sensor (not shown) for detecting on / off of the foot brake, a changeover switch of the transfer 4, and the like. For this reason, the ECU 7 can calculate the vehicle speed based on the rotational speed of the output shaft 33. Also, the ECU 7 can calculate the shift position signal indicating the position of the shift position, the T / F switch signal indicating the state of the changeover switch of the transfer 4, and the brake. A brake operation signal or the like indicating the operation state is controlled. Further, the ECU 7 has a timer that can measure the predetermined times ΔT1 to ΔT4.

  As shown in FIG. 2, the transfer 4 includes an input shaft 41, an input gear 42 provided on the input shaft 41, a large drive gear 44 and a small drive gear 45 provided on the rotary shaft 43, and a high-speed driven gear 46. A low-speed driven gear 47, an intermediate rotating plate (second rotating element) 48 provided between each driven gear (first rotating element) 46, 47, and a switching sleeve provided on the outer peripheral side of the intermediate rotating plate 48. (Connecting member) 49 and an urging mechanism 49a (fork, actuator, etc.) for moving the switching sleeve 49 are provided. The input shaft 41 is drivingly connected to the output shaft 33 of the automatic transmission 3. The input gear 42 meshes with the large drive gear 44. The large drive gear 44 has a larger diameter than the small drive gear 45.

  The driven gears 46 and 47 and the intermediate rotating plate 48 are arranged coaxially. The intermediate rotating plate 48 is provided between the front drive shaft 50 and the rear drive shaft 60 arranged on the same axis, and includes an outer spline 48s. The high-speed side driven gear 46 includes, for example, a gear portion 46 a that is arranged on the outer peripheral side coaxial with the front drive shaft 50 and meshes with the large drive gear 44, and an outer spline 46 s adjacent to the intermediate rotating plate 48. Yes. The low-speed driven gear 47 includes, for example, a gear portion 47 a that is arranged on the outer peripheral side coaxial with the rear drive shaft 60 and meshes with the small drive gear 45, and an outer spline 47 s adjacent to the intermediate rotating plate 48. Yes. The outer diameters of the outer splines 46s, 47s, and 48s are the same.

  The switching sleeve 49 has a sleeve shape and includes inner splines 49s that can be engaged with the outer splines 46s, 47s, and 48s on the inner peripheral portion, and is provided so as to be movable in the axial direction with respect to the outer splines 46s, 47s, and 48s. It has been. The switching sleeve 49 is not connected in a state where the intermediate rotating plate 48 and the high-speed driven gear 46 are connected (high speed stage) and a state where the intermediate rotating plate 48 and the low-speed driven gear 47 are connected (low speed stage) by movement. It is possible to switch to three states: a state (neutral state). In the present embodiment, the switching sleeve 49 is moved through the fork by driving the actuator. However, the mechanism for moving the switching sleeve 49 is not limited to this, and a known appropriate mechanism can be applied. Further, the transfer 4 includes a position sensor (not shown) that detects the position of the switching sleeve 49 and transmits the switching state to the ECU 7.

  In the transfer 4, when the high speed stage is formed, the inner spline 49 s of the switching sleeve 49 is engaged across the outer spline 48 s of the intermediate rotating plate 48 and the outer spline 46 s of the high speed driven gear 46, and the switching sleeve 49 rotates intermediately. The plate 48 and the high speed side driven gear 46 are connected. Thereby, the rotation of the input shaft 41 is transmitted to the intermediate rotating plate 48 via the input gear 42, the large drive gear 44, the high speed driven gear 46, and the switching sleeve 49. When the low speed stage is formed, the inner spline 49 s of the switching sleeve 49 is engaged across the outer spline 48 s of the intermediate rotating plate 48 and the outer spline 47 s of the low speed driven gear 47, and the switching sleeve 49 and the intermediate rotating plate 48 are engaged. The low-speed driven gear 47 is connected. Thereby, the rotation of the input shaft 41 is transmitted to the intermediate rotating plate 48 via the input gear 42, the large drive gear 44, the rotating shaft 43, the small drive gear 45, the low-speed driven gear 47, and the switching sleeve 49. When the low speed stage is formed, the gear ratios of the respective parts are set so as to reduce the speed more greatly than when the high speed stage is formed.

  Here, when the internal combustion engine 2 is being driven and the vehicle 1 is stopped, the transfer 4 is switched in the state where only the third clutch C3 and the first brake B1 that are stop engaging elements are engaged in the automatic transmission 3. The case of performing will be described in detail. The engaging element for stop here generates at least a force in a direction to stop the output shaft 33 by engagement, and since the one-way clutch F1 is provided in the present embodiment, the third clutch C3 and When the first brake B1 is engaged, the output shaft 33 can rotate only in one direction and cannot rotate in the opposite direction. In addition, since the vehicle 1 is stopped, the intermediate rotating plate 48 is not rotatable.

  In this state, for example, when the transfer 4 is switched from the high speed stage to the low speed stage, the inner spline 49 s of the switching sleeve 49 extends across the outer spline 48 s of the intermediate rotating plate 48 and the outer spline 46 s of the high speed side driven gear 46. As shown in FIG. 4A, after moving from the combined state and engaging only with the outer spline 48s of the intermediate rotating plate 48, the outer spline 47s of the low-speed driven gear 47 moves in the moving direction A2. Try to engage with. Here, the low-speed driven gear 47 is connected to the output shaft 33 of the automatic transmission 3 via the small drive gear 45, the large drive gear 44 and the input shaft 41, so that the one-way clutch F1 acts only in one direction. It can be rotated. In the present embodiment, it is possible to rotate only in the rotation direction A1. Further, the axial front end portion of the inner spline 49s of the switching sleeve 49 and the axial front end portion of the outer spline 47s of the low speed driven gear 47 are each formed in a wedge shape.

  As shown in FIG. 4A, when the tip surface 49sa on the rotation direction A1 side of the inner spline 49s of the switching sleeve 49 comes into contact with the tip surface 47sa of the outer spline 47s of the opposed low-speed driven gear 47, The tip surface 49sa of the inner spline 49s of the switching sleeve 49 that engages with the outer spline 48s of the non-rotatable intermediate rotating plate 48 pushes the tip surface 47sa of the outer spline 47s of the low-speed driven gear 47 that can rotate in the rotation direction A1. Thus, the low-speed driven gear 47 is rotated in the rotation direction A1. Further, as shown in FIG. 4B, the inner spline 49 s of the switching sleeve 49 engages with the outer spline 47 s of the low speed side driven gear 47 to connect the intermediate rotating plate 48 and the low speed side driven gear 47.

  On the other hand, as shown in FIG. 4C, the tip surface 49sb opposite to the rotational direction A1 of the inner spline 49s of the switching sleeve 49 is in contact with the tip surface 47sb of the outer spline 47s of the opposed low-speed driven gear 47. In this case, the front end surface 49sb of the inner spline 49s of the switching sleeve 49 that engages with the outer spline 48s of the non-rotatable intermediate rotating plate 48 has an outer spline 47s of the low-speed driven gear 47 that cannot rotate in the direction opposite to the rotation direction A1. Even if the front end surface 47sb is pushed in, the low speed driven gear 47 does not rotate. Therefore, in this case, there is a possibility that switching cannot be performed without moving as it is. Therefore, in the present embodiment, the transmission ECU 8 engages the third clutch C3 and the first brake B1 when switching the traveling state of the vehicle 1 by the transfer 4, starts the switching of the transfer 4, and then transfers the transfer. When 4 cannot be switched, the third clutch C3 and the first brake B1 are released. As a result, the output shaft 33 can be rotated in both directions so that the inner spline 49 s of the switching sleeve 49 can be engaged with the outer spline 47 s of the low-speed driven gear 47.

  Next, operations of the automatic transmission 3 and the transfer 4 described above will be described with reference to the flowcharts of FIGS. 5 and 6 and the time chart of FIG. Here, an operation of switching the transfer 4 from the high speed stage to the low speed side when the shift position of the automatic transmission 3 is in the N range when the vehicle 1 is stopped will be described. Further, when the shift position of the automatic transmission 3 is in the N range when the vehicle 1 is stopped while the internal combustion engine 2 is being driven, for example, dragging occurs in the second clutch C2, and the idling of the internal combustion engine 2 is rotated. It is assumed that the output shaft 33 may be rotated by being transmitted to the output shaft 33.

  First, it is assumed that the internal combustion engine 2 is driven, the vehicle 1 is stopped, the shift position of the automatic transmission 3 is in the N range, and the braking device of the vehicle 1 such as a foot brake is off (FIG. 7). t0). At this time, all the engaging elements C1, C2, C3, C4, B1, and B2 are released. The transmission ECU 8 determines whether or not the shift position of the automatic transmission 3 is in the N range (step S1 in FIG. 5). This determination is made with reference to the shift position signal generated by the ECU 7. If the transmission ECU 8 determines that the shift position is not in the N range, the process is terminated and the process is executed again from step S1.

  When determining that the shift position is in the N range, the transmission ECU 8 determines whether or not the vehicle 1 is stopped (step S2 in FIG. 5). The determination here is made based on the determination of the ECU 7 based on the detection result of the rotation speed sensor of the output shaft 33. If the transmission ECU 8 determines that the vehicle 1 is not stopped, the transmission ECU 8 ends the process and starts again from step S1.

  When determining that the vehicle 1 is stopped, the transmission ECU 8 determines whether or not a foot brake or the like is being operated (step S3 in FIG. 5). This determination is made with reference to the brake operation signal generated by the ECU 7. If the transmission ECU 8 determines that the foot brake or the like is not operated, the transmission ECU 8 ends the process and starts again from step S1.

  When the brake operation is performed by the driver and the brake operation signal is turned on (t1 in FIG. 7), the ECU 7 determines that the foot brake is operated, and turns on the N-hour B1 engagement signal (step S4 in FIG. 5). ). Further, the transmission ECU 8 raises the B1 supply pressure control signal from the release pressure to the first engagement pressure, and puts the first brake B1 into the engaged state (step S5 in FIG. 5).

  The transmission ECU 8 determines whether or not the transfer 4 has been switched (step S6 in FIG. 5). This determination is made with reference to the T / F switch signal generated by the ECU 7. If the transmission ECU 8 determines that there is no transfer 4 switching operation, the transmission ECU 8 ends the process and starts again from step S1.

  When the driver switches the transfer 4 and the ECU 7 changes the T / F switch signal from high (high speed stage) to low (low speed stage) (t2 in FIG. 7), the ECU 7 turns on the output shaft stop request flag. (Step S7 in FIG. 5). Thereafter, the transmission ECU 8 receives the signal from the ECU 7, turns on the C3B1 engagement signal (t3 in FIG. 7, step S8 in FIG. 5), sets the C3 supply pressure control signal to the engagement pressure, and the B1 supply pressure control signal. Is set to the second engagement pressure. As a result, the third clutch C3 and the first brake B1 are engaged (step S9 in FIG. 5), and the output shaft 33 that has been rotated by dragging the second clutch C2 is stopped.

  Further, the transmission ECU 8 switches the output shaft control state signal from “non-control” to “during control”. The transmission ECU 8 switches the output shaft control state signal to “stop control” after elapse of a predetermined time, for example, ΔT1 after the output shaft control state signal is switched to “in control” (t4 in FIG. 7, step S10 in FIG. 5). ). The ECU 7 starts switching the transfer 4 to the low speed stage after a predetermined time, for example, ΔT2 has elapsed after switching the output shaft control state signal to “stop control” (t5 in FIG. 7, step S11 in FIG. 5). The / F state signal is changed from high to neutral (step S12 in FIG. 5).

  The ECU 7 determines whether or not the T / F state signal has become low for a predetermined time, for example, before ΔT3 has elapsed since the T / F state signal has been made neutral (step S13 in FIG. 6). If the ECU 7 determines that the T / F state signal has become low before ΔT3 has elapsed, it is not necessary to engage the third clutch C3 if the brake operation signal remains on, so the third clutch C3 Is released, and the process of step S19 described later is executed.

  If the ECU 7 determines that the T / F state signal is not low before ΔT3 has elapsed, the ECU 7 turns off the output shaft stop request flag (t6 in FIG. 7, step S14 in FIG. 6, non-switchable signal). . The transmission ECU 8 turns off both the C3B1 engagement signal and the N-hour B1 engagement signal by turning off the output shaft stop request flag output from the ECU 7 (step S15 in FIG. 6), and the C3 supply pressure control signal and B1. All supply pressure control signals are set to release pressure. As a result, the third clutch C3 and the first brake B1 are released (step S16 in FIG. 6), and the output shaft 33 can rotate in both rotation directions. Further, the transmission ECU 8 switches the output shaft control state signal from “stop control” to “non-control” (step S17 in FIG. 6).

  The ECU 7 determines whether or not the T / F state signal has become low for a predetermined time, for example, before ΔT4 elapses after the output shaft stop request flag is turned off and the output shaft 33 can be rotated in both directions. 7 t7, step S18 in FIG. 6). If the ECU 7 determines that the T / F state signal is not low before the time ΔT4 has elapsed, the output shaft stop request flag is turned off, and the transmission ECU 8 repeats the processing from step S7 to step S17 (FIG. 7). t7-t10). That is, in the present embodiment, after the third clutch C3 and the first brake B1 are released, when the transfer 4 cannot be switched, the third clutch C3 and the first brake B1 are engaged again, The release and engagement of the first brake B1 are repeated until the transfer 4 is switched.

  If the transmission ECU 8 determines that the T / F state signal has become low before ΔT4 has elapsed, the B1 engagement signal is turned on at time N (t11 in FIG. 7, step S19 in FIG. 6), and the B1 supply pressure The control signal is raised from the release pressure to the first engagement pressure, and the first brake B1 is brought into the engaged state (step S20 in FIG. 6).

  As described above, according to the transmission ECU 8 of the automatic transmission 3 of the present embodiment, when the traveling state of the vehicle 1 is switched by the transfer 4, a force in a direction to stop at least the output shaft 33 is generated by the engagement. In other words, after engaging the third clutch C3 and the first brake B1 acting to stop and starting the switching of the transfer 4, if the transfer 4 cannot be switched, the third clutch C3 and the first brake Release B1. Since the force to stop the output shaft 33 is released by releasing the third clutch C3 and the first brake B1, the output shaft 33 can be rotated and connected to the output shaft 33 accordingly. The high-speed driven gear 46 and the low-speed driven gear 47 of the transfer 4 can rotate. For this reason, since the switching sleeve 49 of the transfer 4 that cannot move due to contact with the high-speed side driven gear 46 or the low-speed side driven gear 47 can be moved in the axial direction, the transfer state of the vehicle 1 cannot be switched. It can be avoided.

  Further, according to the automatic transmission 3 of the present embodiment, since the transmission mechanism 20 has the one-way clutch F1, the output shaft 33 is stopped in the direction in which the third clutch C3 and the first brake B1 are engaged. Even if force is generated, it can rotate in one direction. For this reason, for example, as shown in FIGS. 4A and 4B, the tip surface 49sa on the rotational direction A1 side of the inner spline 49s of the switching sleeve 49 has an outer spline 47s of the opposed low-speed driven gear 47. When abutting against the front end surface 47sa, the front end surface 49sa of the inner spline 49s of the switching sleeve 49 pushes the front end surface 47sa of the outer spline 47s of the low speed driven gear 47 so that the intermediate rotating plate 48 and the low speed driven gear 47 are connected. Can be linked.

  Further, according to the transmission ECU 8 of the automatic transmission 3 of the present embodiment, when the transfer 4 cannot be switched after the third clutch C3 and the first brake B1 are released, the third clutch C3 and the first brake B1. Are engaged again, and the release and engagement of the third clutch C3 and the first brake B1 are repeated until the transfer 4 is switched. Thereby, it can prevent that the vehicle 1 will be in a stop state because the transfer 4 stops a process, without forming both a high speed stage and a low speed stage.

  Further, according to the transmission ECU 8 of the automatic transmission 3 of the present embodiment, the ECU 7 turns off the output shaft stop request flag when the switching has not been performed even after a predetermined time ΔT3 has elapsed since the start of switching of the transfer 4. Thus, a non-switchable signal is transmitted to the transmission ECU 8 (t6, t10 in FIG. 9), and when the transmission ECU8 receives the non-switchable signal from the ECU 7, it determines that the transfer 4 cannot be switched. For this reason, the transmission ECU 8 does not need to have a timer for measuring the predetermined time ΔT3, and the processing can be simplified.

  In the above-described embodiment, the operation of switching the transfer 4 from the high speed stage to the low speed stage has been described. However, the present invention is not limited to this, and the same applies to the operation of switching the transfer 4 from the low speed stage to the high speed stage.

  In the present embodiment, the case where the internal combustion engine 2 is applied as the drive source has been described. However, the present invention is not limited to this, and an electric motor may be applied as the drive source. In this case, for example, the present embodiment can be applied when the transfer 4 is switched when idling for securing hydraulic pressure by the electric motor.

  In the present embodiment, the case where the transmission mechanism 20 of the forward 8th speed and the reverse 2nd speed is applied as the speed change mechanism has been described. However, the present invention is not limited to this, and a speed change mechanism having other speed stages is applied. May be. Alternatively, the speed change mechanism is not limited to a multistage type, and for example, a continuously variable transmission (CVT) with an auxiliary transmission may be applied. In this case, the sub-transmission has a clutch or a brake as a stop engagement element that acts to stop the output shaft 33 by the simultaneous engagement combination. According to this continuously variable transmission with a sub-transmission, when the running state of the vehicle 1 is switched by the transfer 4, the transfer 4 cannot be switched after engaging the engaging element for stopping and starting the switching of the transfer 4. In this case, the same action and effect as the above-described embodiment can be obtained by releasing the stop engaging element.

  The present embodiment includes at least the following configuration. The control device (8) of the automatic transmission (3) of the present embodiment includes an input member (32) that is drivingly connected to the drive source (2), and a transfer (4) that can switch the traveling state of the vehicle (1). ) And an output member (33) driven and connected to the power transmission path from the input member (32) to the output member (33). Depending on the combination, a transmission state in which power is transmitted from the input member (32) to the output member (33) and a non-transmission state in which power is interrupted from the input member (32) to the output member (33) are selected. And a plurality of engaging elements (C1, C2, C3, C4, B1, B2) that can be formed in an automatic manner, and the engaging elements (C1, C2, C3, C4, B1, B2). ) Is a hydraulic control device (30 The control device (8) of the automatic transmission (3) comprising: the output member (33) by engagement when the traveling state of the vehicle (1) is switched by the transfer (4). After engaging the stop engaging element (C3, B1) to be stopped and starting the switching of the transfer (4), if the transfer (4) cannot be switched, the stopping engaging element (C3, C3) B1) is released. According to this configuration, the force that acts to stop the output member (33) is released by releasing the stop engagement elements (C3, B1), so that the output member (33) can rotate. Thus, it is possible to avoid the situation in which the traveling state of the vehicle (1) cannot be switched by the transfer (4).

  Further, in the control device (8) of the automatic transmission (3) of the present embodiment, after the release of the stop engagement elements (C3, B1), the stop (if the transfer (4) is not switchable) The engagement elements (C3, B1) are engaged again, and the release and engagement of the stop engagement elements (C3, B1) are repeated until the transfer (4) is switched. According to this structure, it can prevent that a vehicle (1) will be in a stop state by stopping a process, without switching to the state in which a transfer (4) can drive | work.

  Further, in the control device (8) of the automatic transmission (3) of the present embodiment, switching of the traveling state of the vehicle (1) is started by the transfer (4) in the non-transmission state. According to this configuration, it can be applied to switching of the transfer (4) at the neutral time.

  Further, in the control device (8) of the automatic transmission (3) of the present embodiment, switching of the traveling state of the vehicle (1) is started by the transfer (4) when the vehicle is stopped. According to this configuration, the present invention can be applied to switching of the transfer (4) when the vehicle (1) is stopped.

  Further, in the control device (8) of the automatic transmission (3) of the present embodiment, the transfer (4) is arranged on the same axis and is relatively rotatable with the first rotating element (46, 47) and the second rotating element. Of the first rotating element (48), the first rotating element (46, 47) and the second rotating element (48) are coaxially and relatively movable in the axial direction. 46, 47) and the second rotating element (48) are engaged and connected, and one of the first rotating element (46, 47) and the second rotating element (48). A connecting member (49) that can be switched to a non-connected state that engages with and releases the connection, and a biasing mechanism (49a) that can bias the connecting member (49) in the axial direction. When the traveling state of the vehicle (1) is switched by the transfer (4), the urging mechanism ( 9a), said first rotary element (46, 47) and continues to urge the coupling member (49) in a direction connecting the second rotary element (48). According to this configuration, when the transfer (4) is not switched, it is not necessary to switch the transfer (4) again, and the biasing force is released by releasing the stop engagement elements (C3, B1). Since the transfer (4) is switched by the action of the mechanism (49a), the control can be facilitated.

  Further, in the control device (8) of the automatic transmission (3) according to the present embodiment, the plurality of engagement elements (C1, C2, C3, C4, B1, B2) are provided in a plurality of combinations by simultaneous engagement. The gear stage can be selectively formed. According to this configuration, the control device (8) of the automatic transmission (3) can be applied to the multi-stage transmission.

  In the control device (8) of the automatic transmission (3) of the present embodiment, the transmission mechanism (20) includes at least the first planetary rotation element (R3), the second planetary rotation element (S2), A planetary gear set (PS) including a third planetary rotation element (CR2, CR3) is provided, and the first planetary rotation element (R3) is coupled to the output member (33), and the second planetary rotation element The element (S2) is connected to a brake (B1) as the stop engagement element (C3, B1), and the third planetary rotation element (CR2, CR3) is connected to the stop engagement element (C3, C3). It is connected to a one-way clutch (F1) as B1, F1). According to this structure, even if the force of the direction which stops an output member (33) generate | occur | produces at the time of engagement of the engagement element (C3, B1) for a stop, an output member (33) can be rotated in one direction. Become. For this reason, when operating in the direction in which the output member (33) is rotated when the transfer (4) is switched, the transfer (4) is switched even when the engagement elements for stopping (C3, B1) are engaged. And a quick switching operation can be realized.

  Further, in the control device (8) of the automatic transmission (3) of the present embodiment, the transmission mechanism (20) includes at least a first planetary rotation element (R3) and other planetary rotation elements in a planetary gear set ( PS), the first planetary rotating element (R3) is connected to the output member (33), and at least one of the other planetary rotating elements (CR2, CR3) is a clutch. The stop engagement element (C3, B1) is connected to the input member (32) via (C2), and the output member (33) is stopped by stopping the rotation of the input member (32) by engagement. ) Is stopped. According to this configuration, even when the rotation from the drive source (2) and the input member (32) is transmitted to the output member (33) by dragging the engagement element (C2) in the non-transmission state, the input member By stopping the rotation of (32), the rotation of the output member (33) can be stopped.

  Further, in the control device (8) of the automatic transmission (3) of the present embodiment, the first rotating element (46, 47), the second rotating element (48), the connecting member (49), Is a dog clutch. According to this configuration, it is possible to transmit a larger driving force than in the case of the friction engagement element.

  Further, in the control device (8) of the automatic transmission (3) of the present embodiment, the transfer (4) selectively switches between the high speed stage and the low speed stage, thereby changing the traveling state of the vehicle (1). Switching is possible. According to this configuration, the present invention can be applied to the transfer (4) in which the gear position can be switched.

1 Vehicle 2 Internal combustion engine (drive source)
3 Automatic transmission 4 Transfer 8 Transmission ECU (control device)
20 Transmission mechanism 30 Hydraulic control device 32 Input shaft (input member)
33 Output shaft (output member)
46 High-speed driven gear (first rotating element)
47 Low-speed driven gear (first rotating element)
48 Intermediate rotating plate (second rotating element)
49 Switching sleeve (connecting member)
49a Biasing mechanism B1 first brake (engagement element, stop engagement element)
B2 Second brake (engagement element)
C1 first clutch (engagement element)
C2 Second clutch (engagement element)
C3 Third clutch (engagement element, stop engagement element)
C4 4th clutch (engagement element)
CR2 second carrier (third planetary rotating element)
CR3 Third carrier (third planetary rotating element)
F1 One-way clutch PS Planetary gear set R3 Third ring gear (first planetary rotating element)
S2 Second sun gear (second planetary rotating element)

Claims (10)

An input member that is drivingly connected to the driving source, an output member that is drivingly connected to a transfer that can switch the running state of the vehicle, and a power transmission path from the input member to the output member. The transmission state in which power is transmitted from the input member to the output member and the non-transmission state in which power is interrupted from the input member to the output member are selectively selected by a combination of engaging and disengaging with each other and simultaneous release or simultaneous release. A plurality of engaging elements that can be formed;
A hydraulic control device capable of supplying and discharging hydraulic pressure to and from the engagement element, and an automatic transmission control device comprising:
When switching the running state of the vehicle by the transfer, if the transfer cannot be switched after engaging the engaging element for stopping that stops the output member by engagement and starting the switching of the transfer A control device for an automatic transmission that releases the engaging element for stopping.   If the transfer cannot be switched after the stop engagement element is released, the stop engagement element is engaged again, and the release and engagement of the stop engagement element is repeated until the transfer is switched. The control device for an automatic transmission according to claim 1.   The control device for an automatic transmission according to claim 1 or 2, wherein switching of the traveling state of the vehicle is started by the transfer in the non-transmission state.   The control device for an automatic transmission according to any one of claims 1 to 3, wherein switching of the running state of the vehicle is started by the transfer when the vehicle is stopped. The transfer is
A first rotating element and a second rotating element which are arranged on the same axis and are relatively rotatable;
A connection that is coaxially movable relative to the first rotating element and the second rotating element in the axial direction, and engages and connects to both the first rotating element and the second rotating element. A connecting member that can be switched between a state and a non-connected state that engages one of the first rotating element and the second rotating element to release the connection;
An urging mechanism capable of urging the connecting member in the axial direction;
2. When the traveling state of the vehicle is switched by the transfer, the urging mechanism continues to urge the connecting member in a direction to connect the first rotating element and the second rotating element. The control apparatus for an automatic transmission according to any one of claims 1 to 4.   The control device for an automatic transmission according to any one of claims 1 to 5, wherein the plurality of engagement elements can selectively form a plurality of shift stages by a combination of simultaneous engagement. The speed change mechanism has a planetary gear set including at least a first planetary rotation element, a second planetary rotation element, and a third planetary rotation element,
The first planetary rotating element is coupled to the output member;
The second planetary rotating element is connected to a brake as the stop engaging element,
The third planetary rotating element is coupled to a one-way clutch as the engaging element for stopping;
The control device for an automatic transmission according to any one of claims 1 to 6. The speed change mechanism has a planetary gear set including at least a first planetary rotation element and another planetary rotation element;
The first planetary rotating element is coupled to the output member;
At least one of the other planetary rotating elements is coupled to the input member via a clutch;
The control device for an automatic transmission according to any one of claims 1 to 7, wherein the stop engaging element stops the rotation of the output member by stopping the rotation of the input member by engagement. .   The control apparatus for an automatic transmission according to claim 5, wherein the first rotating element, the second rotating element, and the connecting member are dog clutches.   The control device for an automatic transmission according to any one of claims 1 to 9, wherein the transfer is capable of switching a traveling state of the vehicle by selectively switching between a high speed stage and a low speed stage.

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