JPH03177652A - Speed change control device for electronically controlled automatic transmission - Google Patents

Abstract

PURPOSE:To obviate a separate reversing solenoid valve by controlling pilot pressure to a second change-over valve by one way of combination among total four ways of on-off combination of two solenoid valves in order to perform speed change into reverse. CONSTITUTION:When solenoid valves 19, 15 for the first and second gear speed are turned on by a control device 62, operating oil is fed to a brake 33 through a first and a third change-over valves 16, 20 and further through a second change-over valve 4, thus performing speed change into reverse. In the second change-over valve 4, a coil spring 71 is interposed between spools 69, 70, and the pilot pressure receiving area of the spool 70 is set larger than of the spool 69. Accordingly, even if pilot pressure is operated simultaneously to ports 4c, 4d by the wrong action of the control device 62, the spool 69 is not moved, and thereby speed change into reverse at the time of the first and second speed being selected is prevented positively. As a result, a separate reversing solenoid valve is unrequired, and therefore a space is saved.

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial Application Field) The present invention relates to a shift control device for an electronically controlled automatic transmission of the type that shifts to reverse via a solenoid valve.

(Prior Art) Generally, switching between each range in an automatic transmission is performed by operating a shift tower installed near the driver's seat. The shift tower and automatic transmission are mechanically connected by a linkage, and a spool inside the automatic transmission moves in accordance with the movement of the shift tower, thereby switching the hydraulic pressure.

However, depending on the vehicle, it may be difficult to connect the shift tower and the automatic transmission with a mechanical linkage, and in that case, it is necessary to switch between each range using an electric signal. In other words, a control device controls multiple solenoid valves,
These solenoid valves switch the pilot pressure of each switching valve. Conventionally, in such an automatic transmission, when shifting between three forward speeds and one reverse speed, a solenoid valve for speed change is used.
In addition to the two solenoid valves for the first to third forward speeds, a reverse solenoid valve was provided.

(Problems to be Solved by the Invention) In the above conventional configuration, the forward first solenoid valve for speed change is
~In addition to the two solenoid valves for 3rd gear, there is one solenoid valve for reverse.
Since it is needed for side threads, the manufacturing cost is high.

(Means for Solving the Problems) In order to solve the above problems, a speed change control device for an electronically controlled automatic transmission according to the present invention includes two solenoid valves for speed change that are controlled on and off by a control device; A first switching operation in which the pilot pressure is controlled by three combinations out of a total of four on/off combinations of these two solenoid valves to switch between the first, second, and third forward speeds. In a shift control device for an electronically controlled automatic transmission having a valve, pilot pressure is controlled by the remaining one of a total of four on/off combinations of the two electromagnetic valves, and the gear is shifted to reverse. A second switching valve is provided.

(Function) The second switching valve excludes three combinations for forward movement out of a total of four on/off combinations of the two solenoid valves.
The throttle pressure is controlled by the remaining one combination, and the transmission is shifted to reverse.

(Example) Hereinafter, one example of the present invention will be described based on FIGS. 1 to 5.

FIG. 1 is a schematic configuration diagram of the main parts of a shift control device of an electronically controlled automatic transmission according to an embodiment of the present invention, in which a discharge port 2a of a pump 2 driven by an engine 1 is It communicates with the port 4a of the second switching valve 4. From the oil passage 3a, the oil passage 3b is branched (the oil passage 3b is the second
4b of the switching valve 4. The oil passage 3a communicates with an oil passage 6a via a throttle 5, and the oil passage 6a communicates with a second oil passage 6a.
It communicates with port 4C of switching valve 4. Oil path 6a force 1
The oil passage 6b is branched from the oil passage 6b4, and the oil passage 6b4 communicates with the drain passage via the forward electromagnetic valve 7.

That is, by energizing the solenoid of the electromagnetic valve 7, communication between the oil passage 6b and the drain passage is cut off. Oil line 3a
An oil passage 3C branches off from the oil passage 3C, and the oil passage 3C communicates with an oil passage 9a via a throttle 8.

The oil passage 9a communicates with the drain passage through a line pressure electromagnetic valve 10, and when the solenoid of the electromagnetic valve 10 is energized, communication between the oil passage 9a and the drain passage is cut off. An oil passage 9b branches from the oil passage 9a, and the oil passage 9b communicates with a port 11a of a briny regulator valve 11.

The oil passage 3C communicates with an oil passage 14a via a throttle 13, and the oil passage 14a communicates with a drain passage via a second speed electromagnetic valve 15. That is, by energizing the solenoid of the electromagnetic valve 15, communication between the oil passage 14a and the drain passage is cut off. An oil passage 14b branches from the oil passage 14a, and the oil passage 14b connects to the port 16a of the first switching valve 16.
is connected to. The oil passage 3C is connected to the oil passage 18 via the throttle 17.
a, and the oil passage 18a is connected to the first speed solenoid valve 19.
It communicates with the drain passage through. That is, solenoid valve 1
By energizing the solenoid 9, communication between the oil passage 18a and the drain passage is cut off. An oil passage 18b branches from the oil passage 18a, and the oil passage 18b is connected to the third switching valve 2.
0 port 20a. An oil passage 18c branches from the oil passage 18b, and the oil passage 18c is connected to the first switching valve 1.
6 port 16b. Oil path 3C is aperture 22
It communicates with the port 11b of the primary regulator valve 11 via the throttle 23, and communicates with the port llc of the primary regulator valve 11 via the throttle 23. An oil passage 3d branches from the oil passage 3C, and the oil passage 3d is connected to port l of the briny regulator valve 11.
It is connected to the id. An oil passage 3e branches from the oil passage 3C, and the oil passage 3e communicates with the oil passage 25a via the throttle 24. The oil passage 25a communicates with the drain passage through a lock-up solenoid valve 26, and when the solenoid of the solenoid valve 26 is energized, communication between the oil passage 25a and the drain passage is cut off. An oil passage 25b branches from the oil passage 25a, and the oil passage 25b communicates with a port 27a of the variable orifice 27. An oil passage 25c branches off from the oil passage 25b. The port 4d of the second switching valve 4 is connected to the oil passage 29.
The port 4e of the second switching valve 4 communicates with the port 20c of the third switching valve 20 via an oil passage 31. A port 4f of the second switching valve 4 communicates with an oil chamber of a brake 33 serving as a reverse actuator via an oil passage 32a. An oil passage 32b branches from the oil passage 32a, and the oil passage 32b communicates with the port lle of the primary regulator valve 11. Port 4g of second switching valve 4 communicates with port 27b of variable orifice 27 via oil passage 34, and oil passage 34 communicates with port 27C of variable orifice 27 via throttle 35. A port 4h of the second switching valve 4 communicates with the drain passage. Port 20d of third switching valve 20 communicates with port 16a of first switching valve 16 via oil passage 36. Third switching valve 2
0 port 20e is connected to the third switching valve 20 via an oil passage 37.
The ports 20g and 20h of the third switching valve 20 communicate with the drain flow path. The port 27d of the variable orifice 27 is connected to the first
It communicates with the port 16c of the switching valve 16. A port 16d of the first switching valve 16 communicates with an oil chamber of a brake 40 as an actuator for second speed via an oil passage 39, and a port 16e of the first switching valve 16 communicates with an oil chamber of a brake 40 as an actuator for second speed. and communicates with an oil chamber of a clutch 42 as an actuator for third speed. Port 16f of first switching valve 16
is connected to the port 16g of the first switching valve 16 via the oil passage 43, and the port 16h of the first switching valve 16 is connected to the oil of the brake 45 as an actuator for the first speed via the oil passage 44a. It communicates with the room. Brakes 33, 40.
45 and clutch 42 are actuators provided in a well-known planetary gear type transmission, and the gears are shifted to each gear stage by supplying operating pressure oil to their oil chambers. An oil passage 44b branches from the oil passage 44a, and the oil passage 44b branches from the oil passage 44a.
4b communicates with the port 11f of the briny regulator valve 11 via the throttle 46. First switching valve 1
No. 6 ports 16i to 16n communicate with the drain flow path. Primary regulator valve 11 port l1g
is in communication with the oil passage 47a. Ports 11h to 11j of the primary regulator valve 11 communicate with the drain passage.

FIG. 2 is a schematic diagram of a part of a shift control device for an electronically controlled automatic transmission according to an embodiment of the present invention, which is a portion not shown in FIG. The oil passage 25c branched from the oil passage 25b (Fig. 1) is connected to the secondary regulator valve 5.
The oil passage 47a that communicates with the port 50a of the secondary regulator valve 11 and the port 11g of the briny regulator valve 11 (FIG. 1) communicates with the port 50b of the secondary regulator valve 50. From oil passage 47a, oil passage 4
7b is branched, and the oil passage 47b communicates with the port 50c of the secondary regulator valve 50. A thin oil passage 47c branches off from the oil passage 47a.
c is port 50 of secondary regulator valve 50
It is connected to d.

A port 50e of the secondary regulator valve 50 communicates via an oil passage 51 with an oil chamber 54 of a lock-up clutch 53 built into the torque converter 52. A hydraulic oil inlet 52a of the torque converter 52 communicates with an oil passage 55, and the oil passage 55 communicates with a bow 50f of the secondary regulator valve 50. The hydraulic oil outlet 52b of the torque converter 52 communicates with an oil passage 58a via an oil passage 56 and an oil cooler 57, and the oil passage 58a communicates with various lubricating parts 59. Oil passage 58a
An oil passage 58b branches off from there, and the oil passage 58b communicates with the port 50g of the secondary regulator valve 50. An oil passage 58c branches from the oil passage 58b,
The oil passage 58c communicates with the drain passage via the safety valve 60.

In FIG. 1, the output end of the control device 62, which is connected to a microcomputer etc., is wired at 63.64°65.66.6.
7 through the solenoid valve 7. 10. 15°19.26 solenoid, solenoid valves 7, 10, 15.1
The control device 62 controls the energization of the solenoid 9.26. Note that the control device 62 controls not only the transmission but also various parts (not shown) of the vehicle.

The second switching valve 4, as shown in FIG. A coil spring 71 is interposed between the six spools and the spool 70 to bias them in a direction that separates them from each other, that is, toward the other end. The area on the other end side of the spool 70, that is, the pressure receiving area for the pilot pressure is set larger than the area on the other end side of the spool 69, that is, the area for receiving the pilot pressure, so that the pilot pressure acts on the ports 4c and 4d at the same time. When this happens, the spool 70 moves against the urging force of the coil spring 71 and the six spools.

The third switching valve 20 has a pair of spools 7 as shown in FIG.
3.74, a coil spring 76 is interposed between the fixing member 75 and one spool 73, and the fixing member 7
A coil spring 77 is interposed between the spool 5 and the other spool 74. The variable orifice 27 has seven spools, and the spool 79 is urged toward the port 27a by a coil spring 80.

As shown in FIG. 5, the first switching valve 16 includes a second speed spool 82 and a first speed spool 83, which are arranged in a straight line and have one end facing each other with a predetermined interval. and
A coil spring 84 is interposed between the spool 82 and the spool 83 to bias them in a direction away from each other, that is, toward the other end. The area at the other end of the spool 82, that is, the area where the pilot pressure is received is set larger than the area at the other end of the spool 83, which is the area where the pilot pressure is received, so that the pilot pressure acts on the ports 16a and 16b at the same time. When the spool 82 is connected to the coil spring 8
4 and the spool 83.

Next, the operation will be explained. When the control device 62 determines that the shift tower should be shifted to the first speed with the shift tower in the drive range, or when the shift tower is set to the first speed, the control device 62 activates the solenoid of the solenoid valve 7 and the solenoid valve 19. Outputs a drive signal. When the solenoid of the electromagnetic valve 7 is energized, communication between the oil passage 6b and the drain passage is cut off.
The oil pressure supplied to the port 4c of the second switching valve 4 becomes high level. Therefore, the spool 70 of the second switching valve 4 moves to the left in FIG. 1 against the biasing force of the coil spring 71, and the ports 4b and 4g communicate with each other. As a result, the pressure oil discharged from the discharge port 2a of the pump 2 is transferred to the oil path 3.
a, 3b and the bow of the second switching valve 4) 4b, 4g and the oil path 3
4, the bow of the variable orifice 27) 27b, 27d, and the oil passage 38 to the port 16c of the first switching valve 16. On the other hand, when the solenoid of the solenoid valve 19 is energized, the communication between the oil passage 18a and the drain passage is disconnected, and the oil is supplied to the port 16b of the first switching valve 16 and the port 20a of the third switching valve 20. The oil pressure in the tank becomes high.

Therefore, the spool 83 of the first switching valve 16 moves to the left in FIG. 74 moves to the left in FIG. 1 against the urging force of the coil spring 77, and the ports 20b and 20f
communicate with. As a result, port 1 of the first switching valve 16
The pressure oil supplied to 6c is supplied to the oil chamber of the brake 45 via the port 16h and the oil passage 44a, and the brake 45 is operated to shift to the first speed.

Control device 6 with the shift tower set to drive range
When it is determined that the gear shifter 2 should shift to the second speed, or when the shift tower is set to the second speed, the control device 62 outputs a drive signal to the solenoids of the solenoid valve 7 and the solenoid valve 15. When the solenoid of the electromagnetic valve 7 is energized, communication between the oil passage 6b and the drain passage is cut off, and the oil pressure supplied to the port 4c of the second switching valve 4 becomes high level. Therefore, the spool 70 of the second switching valve 4 is connected to the coil spring 71.
It moves to the left in FIG. 1 against the urging force of , and ports 4b and 4g communicate with each other. As a result, the pressure oil discharged from the discharge port 2a of the pump 2 is transferred to the oil passages 3a, 3b and the port 4b.
, 4g, oil passage 34 and port 27b of variable orifice 27
, 27d and the oil passage 38 to the port 16c of the switching valve 16 of the pump 1. On the other hand, when the solenoid of the electromagnetic valve 15 is energized, communication between the oil passage 14a and the drain passage is cut off, and the oil is supplied to the port 16a of the first switching valve 16 and the port 20d of the third switching valve 20. The oil pressure is at a high level. Therefore, the spool 82 of the first switching valve 16 moves to the right in FIG. 73 is the coil spring 77
Move to the right in Fig. 1 against the urging force of the port 20c.
and port 20e communicate with each other. As a result, the pressure oil supplied to the port 16c of the first switching valve 16 is supplied to the oil chamber of the brake 40 via the port 16g, the oil passage 43, the ports 16f and 16d, and the oil passage 39, and the brake 40 is activated. Then, the gear is shifted to second gear.

Control device 6 with the shift tower set to drive range
When it is determined that the gear 2 should be shifted to the third speed, the control device 62 outputs a drive signal to the solenoid of the electromagnetic valve 7. When the solenoid of the electromagnetic valve 7 is energized, communication between the oil passage 6b and the drain passage is cut off, and the port 4C of the second switching valve 4 is closed.
Hydraulic pressure supplied to becomes high level. Therefore, the spool 70 of the second switching valve 4 moves to the left in FIG. 1 against the biasing force of the coil spring 71, and the ports 4b and 4g communicate with each other. As a result, the pressure oil discharged from the discharge port 2a of the pump 2 is transmitted to the oil passages 3a, 3b, the ports 4b, 4g of the second switching valve 4, the oil passage 34, the ports 27b, 27d of the variable orifice 27, and the oil passage 38. Ports 16c and 16g of the first switching valve 16, oil passage 43 and ports 16f and 1
The oil is supplied to the oil chamber of the clutch 42 via the oil passage 6e and the oil passage 41, and the clutch 42 is operated to shift to third speed.

When the shift tower is placed in reverse, the control device 62 activates the solenoid valve 1.
5. Output the drive signal to the solenoid 19. Solenoid valve 1
When the solenoid 5.19 is energized, the oil passages 14a, 1
8a and the drain flow path are cut off, and the first switching valve 1
6 Po) 16a.

16b and port 20d of third switching valve 20.

The oil pressure supplied to 20a becomes high level.

Here, since the pilot pressure receiving area of the spool 82 is larger than the pilot pressure receiving area of the spool 83,
The spool 82 of the first switching valve 16 moves to the right in FIG. 1 against the urging force of the coil spring 84 and the spool 83, and the ports 16f and 16d communicate with each other. Also the third
The spool 73 of the third switching valve 20 moves to the right in FIG. 1 against the biasing force of the coil spring 77, and the ports 20c and 20e communicate with each other. The canopy 1 moves to the left in the drawing against the biasing force of the spring 77, and the ports 20b and 20f communicate with each other.

As a result, the pressure oil discharged from the discharge r'12a is transferred to the oil passage 3.
a, the ports 4a, 4e of the second switching valve 4, the oil passage 31, the ports 20C, 20e of the third switching valve 20, the oil passage 37, and the port) 2Of, 20b, and the oil passage 29. It is supplied to ports 1-4d of the switching valve 4. Therefore, the spool 69 of the second switching valve 4 moves to the right in FIG. 1 against the biasing force of the coil spring 71, and the ports 4a and 4f communicate with each other. Note that communication between the ports 4a and 4e remains maintained. As a result, the pressure oil discharged from the discharge port 2a of the pump 2 flows between the oil passage 3a and the port 4 of the second switching valve 4.
The oil is supplied to the oil chamber of the brake 33 via the oil passages 32a and 32a, and the brake 33 is operated to change gears to reverse.

At this time, port 16f of first switching valve 16 and port 1
6d, but the port of the second switching valve 4) 4b
Since the port 4g and the brake 40 are not in communication with each other, pressure oil is not supplied to the oil chamber of the brake 40.

That is, when all of the solenoids of solenoid valves 7 and 15.19 are not energized, it is in neutral, and when the solenoid of solenoid valve 7 is energized but the solenoid of solenoid valve 15.19 is not, it is in third gear. Solenoid valve 7,1
When the solenoid of solenoid valve 19 is energized and the solenoid of solenoid valve 19 is not energized, the second speed is set, and solenoid valves 7 and 19
When the solenoid of the solenoid valve 15 is energized and the solenoid of the solenoid valve 15 is not energized, the first speed is set, and the solenoid valve 7°15.
When all 19 solenoids are energized, the vehicle moves in reverse. If we focus on the solenoid valve 15.19, the solenoid valve 15.19
If none of the solenoids is energized, the third
When only the solenoid of the solenoid valve 15 is energized, it is the second speed, and when only the solenoid of the solenoid valve 19 is energized, it is the first speed.
When both solenoids are energized, the vehicle is in reverse.

In addition, the solenoid valve 10 is the primary regulator valve 1.
The solenoid valve 26 is a solenoid valve for controlling the line pressure by driving the variable orifice 27 and the secondary regulator valve 50, and the operation thereof is well known. Further, since it is not directly related to the gist of the present invention, a description of the operation will be omitted.

In this way, one solenoid valve for the first speed and the solenoid valve 15 for the second speed are used to supply hydraulic oil to the brake 33 and shift to reverse, so it is necessary to provide a separate solenoid valve for reverse. Therefore, it is possible to reduce manufacturing costs and save space. In addition, a coil spring 71 is interposed between the six spools of the second switching valve 4 and the spool 70, and the pressure receiving area of the pilot pressure of the spool 70 is set larger than the pressure receiving area of the pilot pressure of the spool 69. Ports 4C and 4 of the second switching valve 4 due to a malfunction of the device 62, etc.
Even if pilot pressure acts on both the spool 69 and the spool 69 at the same time, the spool 69 will not move.

In other words, the shift tower changes the drive range or
It is never possible to shift into reverse when selecting 1st or 2nd gear. Further, as in this embodiment, a coil spring 84 is interposed between the spool 82 and the spool 83 of the first switching valve 16, and the pilot pressure receiving area of the spool 82 is made larger than the pilot pressure receiving area of the spool 83. If D is also set to a large value, the same D! Even if pilot pressure acts on i, the spool 83 will not move. In other words, two or more of the brakes 40, 45 or clutches 42 for the first to third forward speeds are never operated at the same time, and moreover, the pilot is connected to both port 16a and port 16b of the first switching valve 16 at the same time. When pressure is applied, the gear is shifted to the second gear, so engine overrun can be effectively prevented.

(Another Embodiment) In the above embodiment, an example in which the present invention is applied to a planetary gear type transmission has been described, but the present invention is of course applicable to other types of transmissions.

Further, in the above embodiment, the brakes 33, 40, 45 and the clutch 42 are used as the actuator for changing the speed, but the present invention is not limited to such a configuration, and for example, a cylinder device can be used as the actuator for changing the speed. Alternatively, the clutch may be driven by a cylinder device.

(Effects of the Invention) As explained above, according to the present invention, the two solenoid valves for the first to third forward speeds are used to shift to reverse, so there is no need to provide a separate solenoid valve for reverse. Therefore, it is possible to reduce manufacturing costs and save space.

In addition, a spring is interposed between the first spool and the second spool of the second switching valve, and the pressure receiving area of the pilot pressure of the second spool is made larger than the pressure receiving area of the pilot pressure of the first spool. By setting this, it is possible to reliably prevent shifting to reverse during forward selection.

[Brief explanation of drawings]

FIG. 1 is a schematic configuration diagram of a main part of a shift control device of an electronically controlled automatic transmission according to an embodiment of the present invention, and FIG. 2 is a schematic diagram of a part of the shift control device of the electronically controlled automatic transmission. figure,
FIG. 3 is a schematic sectional view of the second switching valve, FIG. 4 is a schematic sectional view of the third switching valve and variable orifice, and FIG. 5 is a schematic sectional view of the second switching valve.
FIG. 3 is a schematic cross-sectional view of the switching valve of FIG.

Claims (1)

[Claims] 1. Two solenoid valves for speed change controlled on/off by a control device, and a total of four on/off modes of these two solenoid valves.
Shift control of an electronically controlled automatic transmission having a first switching valve that switches between a first forward speed, a second forward speed, and a third forward speed by controlling pilot pressure according to three combinations of OFF combinations. The device is characterized in that a second switching valve is provided for controlling the pilot pressure and shifting to reverse by the remaining one combination of the total of four on/off combinations of the two electromagnetic valves. Shift control device for electronically controlled automatic transmission. 2. Two solenoid valves for speed change that are controlled on and off by the control device, and a total of four on/off modes of these two solenoid valves.
Shift control of an electronically controlled automatic transmission having a first switching valve that switches between a first forward speed, a second forward speed, and a third forward speed by controlling pilot pressure according to three combinations of OFF combinations. In the device, a second switching valve is provided which changes the speed to reverse by controlling the pilot pressure by the remaining one combination out of a total of four on/off combinations of the two electromagnetic valves; The switching valve includes a first spool that is driven by the pilot pressure controlled by the two electromagnetic valves and supplies operating pressure oil to the actuator for backward movement, and a first spool that is arranged opposite to this first spool and is arranged opposite to this first spool for driving forward movement. a second actuator driven by a pilot pressure controlled by a solenoid valve for supplying operating pressure oil to actuators for the first, second, and third forward speeds through the first switching valve; a spool, and a spring that is interposed between the first spool and the second spool and biases both spools in a direction to separate them from each other, the pressure receiving area of the pilot pressure of the second spool is A shift control device for an electronically controlled automatic transmission, characterized in that the first spool is set to be larger than the pilot pressure receiving area, so that the shift to reverse is not performed during forward selection.