JPH03282052A - Shift control device for automatic transmission - Google Patents

Abstract

PURPOSE:To reduce the number of using solenoid valves for shift compared with that of a conventional type by providing a control means to selectively bring first, second, and third solenoid valves into an ON and an OFF state. CONSTITUTION:A shift control part 120 inputs detecting signals from a car speed sensor 130, a throttle sensor 140, and a shift position sensor 150. Based on the detecting signals and a control signal from a range shift control part 110, an operation signal is outputted from the shift control part 120 to solenoid valves S1-S3 and a solenoid valve S4 for a range change valve. By controlling ON and OFF through selective combination of the solenoid valves S1-S4 by means of the operation signal, shift valves V1-V5 of an oil pressure control part 160 and a range change valve 11 are switched to form each shift range.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a shift control device for an automatic transmission that performs range switching based on an electric signal from a driver's seat.

(Prior Art) Generally, conventional automatic transmissions for vehicles include a manual valve in the hydraulic control section that operates in conjunction with a shift lever installed in the driver's seat. By being connected and switched by links, it is possible to switch to each gear range.

However, in recent years, in order to improve the ease of installing automatic transmissions in vehicles, the cable or link mechanism that connects the shift lever and manual valve has been abolished, and the manual valve is no longer used, and electricity is supplied from the driver's seat. Automatic transmissions have been used in which range switching is performed directly by signals.

As a shift control device for this type of conventional automatic transmission,
There is a shift control device as shown in FIG. 11 described in the ZF8HP500 product manual.

In this FIG. 11, A-F are friction engagement elements that are selectively combined to constitute each gear stage, and VA
-VF is a switching valve that switches between supplying and discharging the engagement hydraulic pressure of each frictional engagement element.

5A to 8F are solenoid valves connected to switching valves Vλ to vF, respectively, to switch the switching valves Vλ to vF.

In this shift control device, a shift range is set by an electric signal from an operation button provided on the driver's seat, and two individual solenoid valves 5A to 8F are used to control each switching valve vA.
~ ■ By switching the frictional engagement elements A-F
is selectively engaged to shift gears. Note that the engagement of each frictional engagement element A to F at each gear stage is as shown in the table below.

Table 1 shows the case where this shift control device is used in an automatic transmission with 5 forward speeds, and Table 2 shows the case where it is used in an automatic transmission with 6 forward speeds.

Table 2 (Problems to be Solved by the Invention) However, in the conventional shift control device as described above, the engagement of the frictional engagement elements A to F is performed by a solenoid provided individually for each frictional engagement element. Since it was controlled by valves SA to S and switching valves vA to vF,
If an abnormality occurs in any of the solenoid valves or valve stick occurs, so-called double engagement of the frictional engagement elements may occur, and there is a risk that the automatic transmission may seize or be damaged.

There was also the problem that the number of solenoid valves was large, making the automatic transmission large.

The present invention has been made in order to eliminate the drawbacks of conventional shift control devices for automatic transmissions such as "-2". In other words, the present invention provides shift control for an automatic transmission that can reduce the size of the automatic transmission without the risk of damage to the automatic transmission even if an abnormality such as valve sticking occurs in the solenoid valve. The purpose is to provide equipment.

(Means for Achieving the Object) In order to achieve the above object, the present invention provides a method for controlling the engagement hydraulic pressure to the second clutch element and the third brake element and the second shift from the line pressure oil passage when in the first position. a first shift valve that conducts engagement hydraulic pressure to the valve and conducts engagement hydraulic pressure to a third brake element when in the second position; and from the first shift valve to the third shift valve when in the first position. an engagement hydraulic pressure from the third shift valve to the first shift valve, and a control hydraulic pressure from the line pressure oil passage to the first shift valve to urge the first shift valve toward the first position. conduction, and when in the second position, the engagement hydraulic pressure from the first shift valve to the third shift valve and the line pressure oil passage to the third shift valve, and the third shift valve from the first shift valve to the third shift valve.
a second shift valve that conducts control hydraulic pressure for biasing in the position direction; engagement hydraulic pressure from the second shift valve to the fourth shift valve when in the first position; and from the fourth shift valve to the second shift valve. Conducts the engagement hydraulic pressure.

a third shift valve that conducts engagement hydraulic pressure from the second shift valve to the fourth shift valve and from the second shift valve to the third clutch element when in the second position;
Engagement hydraulic pressure from the line pressure oil passage to the first clutch element when in the first position, and control oil pressure from the line pressure oil passage to the fifth shift valve to bias the fifth shift valve toward the first position. and an engagement hydraulic pressure from the third shift valve to the fifth shift valve when the third shift valve is in the second position.

A fourth shift that conducts engagement hydraulic pressure from the line pressure oil passage to the third shift valve and control oil pressure for biasing the second shift valve toward the first position from the line pressure oil passage to the second shift valve. with valve.

When in the first position, the engagement hydraulic pressure is conducted from the fourth shift valve to the first brake element and from the fourth shift valve to the second brake element, and when in the second position, the engagement hydraulic pressure is conducted from the third shift valve to the first brake element. A fourth shift valve that conducts engagement hydraulic pressure to the first shift valve and is connected to the oil chambers for controlling the spools of the first shift valve and the third shift valve, and is connected to the first shift valve and the third shift valve to the second position. a first solenoid valve that turns on and off the input of control oil pressure to each spool control oil chamber for biasing in the direction;

a second solenoid valve that is connected to the spool control oil chamber of the fourth shift valve and turns on/off the input of the control hydraulic pressure to the spool control oil chamber for urging the fourth shift valve toward the second position; , is connected to the sub-small control oil chamber of the second shift valve and the fifth shift valve, and the second shift valve is connected to the oil chamber for small control of the second shift valve and the fifth shift valve. □ and a third solenoid valve that turns off the human power of the control oil chamber on each spool side of the control hydraulic pressure that urges the fifth shift valve toward the second position;
Select the second and third solenoid valves (.

It is called gray fabric because it is equipped with a control means to turn it on and off.

(Function) In the shift control device according to the present invention, the input of control hydraulic pressure for each spool control to the first shift valve and the third shift valve is controlled by turning on and off the first solenoid valve, and the input to the fourth shift valve is controlled by turning on and off the first solenoid valve. The input of the control M pressure for the spool control is controlled by the second solenoid valve (2), and the input of the control hydraulic pressure for each spool control to the second and fifth shift valves is controlled by the third solenoid. It is controlled by turning on and off valves, and by combining the on and off of these solenoid valves, frictional engagement elements are selectively engaged, and each gear of a five-speed forward automatic transmission is controlled. to be established.

Further, in the shift control device, each shift valve is a frictional engagement element (clutch element).

(brake element) and control hydraulic pressure for biasing the shift valve toward the first position to the other shift valve, depending on the first position or the second position. Therefore, no matter what position each solenoid valve is in, one of the gears is always configured.

(Example) Hereinafter, the present invention will be described in further detail based on an example shown in one drawing.

FIG. 1 is a diagram showing two embodiments of the present invention in a hydraulic control circuit used for both a five-speed and six-speed forward automatic transmission, and FIG. 2 shows a hydraulic control circuit in which the hydraulic control circuit of FIG. This is the gear train of the connected 5 forward speed automatic transmission.

Clutches 01 to C3 in the gear train shown in Fig. 2,
The operation of the brakes 81 to B3 at each gear stage is as shown in Table 3 below.

In addition, in Figure 2, PI is the front planetary gear, P2
P3 is a center planetary gear, and P3 is a rear planetary gear.

In Table 1, 1 is a torque converter, 2 is a manual valve, 3 is a primary regulator valve, and 4 is a secondary regulator valve.

5 is a throttle valve, 6 is a lock-up control valve, 7 is a modulator valve, 8 is an inhibitor valve, 9 is a reducing valve, 10 is an oil pump,
Vl is 1-2 shift valve.

V2 is a 2-3 shift valve, V3 is a 3-4 shift valve, V4 is a 4-5 shift valve, and V5 is a 5-6 shift valve.

Note that in FIG. 1, a manual valve 2 is used in an emergency, and is normally fixed at the neutral position shown in the figure, and oil passages L1 and L2. It connects L3 and L4. Therefore, this manual valve 2 can be omitted by directly connecting the oil passages L1 and L2 and the oil passages L3 and L4.

A normally closed type solenoid valve (5in1 solenoid valve) is connected to the oil path Lll connecting the line pressure oil path LIO from the oil pump 1o of this hydraulic control circuit and the spool control oil chamber Vla of the 1-2 shift valve v1.
is connected, and when the solenoid valve S1 is turned on, the line pressure from the oil pump 1o to the oil chamber Vla is cut off. Further, the oil chamber v1a of the 1-2 shift valve v1 is communicated with the spool control oil chamber V3a of the 3-4 shift valve v3.

Via the line pressure oil path LIO and the inhibitor valve 8,
A normal oven type solenoid valve S2 (second solenoid valve) is connected to the oil passage L12 that connects the spool control oil chamber V4a of the 4-5 shift valve V4, and when this solenoid valve S2 is turned on, the oil is The oil chamber V4a line pressure is input from the pump lo.

Also, the oil passage L13. which communicates the line pressure oil passage L1o with the spool control oil chamber V2a of the 2-3 shift valve 2. A normal oven type solenoid valve S3 (third solenoid valve) is connected to the oil passage L14 that connects the line pressure oil passage LID and the spool control oil chamber V5a of the 5-6 shift valve v5.
When 3 is turned on.

Oil chamber V2a of 2-3 shift valve from oil pump 10
and the oil chamber V5a line pressure of the 5-6 shift valve are input.

This hydraulic control circuit further includes a range change valve 11.
and normal oven type solenoid valve S4
is connected.

The range change valve 11 has a port lla connected to a line pressure oil passage LIO through an oil passage L15.

Port llb is connected to oil path L4 via oil path L3 and manual valve 2 in the neutral position. Port l1 of this range change valve 11
g and port llb are spool IIA and spring I
When energized by IB and in the top position in the drawing (state on the left side of the drawing), communication with each other was cut off by the spool land, and spool IIA was slid to the bottom position in the drawing (state on the right side of the drawing) against spring IIB. Sometimes they are connected to each other.

Also, an oil passage L1B connects the spool control oil chamber 11C of this range change valve 11 and the line pressure oil passage LlO.
For the normal oven type solenoid valve S4
is connected and this solenoid valve S4 is turned on, line pressure is input from the line pressure oil path LIO to the oil chamber 11c of the range change valve via the oil path LI6,
Spool IIA is configured to slide to a lower position in the drawing against spring IIB. In addition, in Figure 1, S
5 is a duty solenoid valve for controlling the lock-up control valve 6, and S6 is a linear solenoid valve for controlling the throttle valve 5.

Solenoid valve S1~ in the hydraulic circuit of Fig. 3
The operations of S4 and shift valves V1 to V5 at each gear stage are as shown in Table 4 below.

(The following is a margin) Table Next, the hydraulic pressure supply path of the hydraulic control circuit in each range will be explained with reference to FIGS. 3 to 9. In the following explanation, the state when each of the shift valves v1 to v5 and the range change valve 11 are biased by a spring and in the position shown in the drawing is assumed to be the first position, and the hydraulic pressure is input to each spool control oil chamber. The state when the spool is in the lower position in the drawing against the spring is shown in the second figure.
Let's call it location. In addition, in FIGS. 3 to 9, when each valve takes the first position, it is shown by ↑, and when it takes the second position, it is shown by ↓, and each solenoid valve 81
- When S4 is on, a 0 mark is attached, and when it is off, an x mark is attached.

Also, as seen from Table 4 above, solenoid valve S4
is turned on in R range and D range. As a result, line pressure is input to the spool control oil chamber 11c of the range change valve 11, and the range change valve 11 assumes the second position and operates to conduct the line pressure. Since the operation of the range change valve 11 is as described above, a description of the range change valve 11 will be omitted in the following explanation.

In FIG. 3 showing the reverse range state, all solenoid valves 81 to S4 are turned on, and shift valve V2 is turned on.
．． V4. Line pressure is input to the spool control oil chamber of V5, and shift valve V4°■5 is switched to the second position. In the shift valve v2, the line pressure input to the spool control oil chamber V2b via the range change valve 11 and the shift valve 4 which takes the second position is opposed to the line pressure manually applied to the spool control oil chamber V2a. By doing so, it is maintained in the first position. Shift valve Vl, V
3 remains in the first position.

With the shift valves v1 to v5 taking the above positions, the line pressure from the line pressure oil path LIO is changed to the oil path L2-
Brake B 3OUT 2, Mataura Road L 2- Shift via shift valve V4-V3-V2-Vl
) is supplied to clutch C2 and brake B 3 IN via valves V4-V3-V5V1 to achieve reverse range.

In FIG. 4 showing the neutral range state, solenoid valves S1 and S2 are turned on, and the shift valve v
Line pressure is input to the spool control oil chamber V4a of No. 4,
Shift valve v4 is switched to the second position. Shift valve Vl.

V2. V3. V5 remains in the first position.

With the shift valves V1 to V5 taking the above positions, the line pressure from the line pressure oil path LIO is changed to the oil path L2-
Brake B 30UT is supplied via shift valves V4-V3-V2-Vl to achieve neutral range.

In FIG. 5 showing the D range 1st speed state, solenoid valves S3 and S4 are turned on, and shift valves Vl and V
2. V3. Line pressure is input to the spool control oil chamber of V5, and shift valve Vl.

V2 is switched to the second position. In the shift valve V3, the line pressure input to the spool control oil chamber V3b via the range change valve 11 and the shift valve V2 taking the second position is opposed to the line pressure input to the spool control oil chamber V3a. As a result, the shift valve v5 is also connected to the spool control oil chamber V via the range change valve 11 and the shift valve v4 which assumes the first position.
The line pressure input to 5b is applied to the spool control oil chamber V5.
Each is maintained in a first position by opposing line pressure applied to a. Shift valve v4 remains in the first position.

With the shift valves Vl-V5 taking the above positions, the line pressure from the line pressure oil path LIO is applied to the brake B 30UT via the shift valve v1, and to the clutch C1 via the range change valve 11-shift valve V4. is supplied to achieve D range 1st speed.

In FIG. 6 showing the D range 2nd speed state, solenoid valves Sl, S3. S4 is turned on and shift valve V2.
Line pressure is input to the spool control oil chamber of V5, and shift valve 2 is switched to the second position. The shift valve ■5 is connected to the spool control oil chamber V5 via the range change valve 11 and the shift valve v4 which takes the first position.
The line pressure input to b is the spool control oil chamber V5a.
is maintained in the first position by opposing the line pressure input to the line pressure. Shift valves Vl and V3°v4 are the first
remains in position.

By setting the shift valves ■1 to ■5 to the above positions, the line pressure from the line pressure oil passage LID changes to range change valve 11-shift valve Vl-V2-V
3-V4- It is supplied to the brake B2 via V5 and to the clutch C1 via the range change valve 11 shift valve v4, thereby achieving the D range 2nd speed.

In FIG. 7 showing the 3rd speed state of D range, solenoid valves S1 and S4 are turned on, and shift valve V1. V
2. V4. No line pressure is input to any of the spool control oil chambers of V5, and all shift valves v1 to v5 are in the first position.
take a position.

By setting the shift valves v1 to ■5 to the above positions, the line pressure from the line pressure oil path LIO changes from range change valve 11 to shift valve Vl to V2 to V.
3-V4-It is supplied to the brake B1 via V5 and to the clutch C1 via the range change valve 11 shift valve v4, thereby achieving the D range 3rd speed.

In FIG. 8 showing the D range 4th speed state, only solenoid valve S4 is turned on, and shift valve V2. Line pressure is input to the spool control oil chamber of V3, and shift valve V3 is switched to the second position. In the shift valve V1, the line pressure input to the spool control oil chamber Vlb via the range change valve 11 and the shift valve v2 in the first position is opposed to the line pressure input to the spool control oil chamber Via. is maintained in the first position by. Shift valve V2. V4. V5 remains in the first position.

With the shift valves v1 to v5 taking the above positions, line pressure from the line pressure oil path LIO is applied to the clutch C1 via the range change valve 11-shift valve v4, and also to the range change valve 11-shift valve Vl-. It is supplied to clutch C3 via V2-v3 to achieve D range 4th speed.

In FIG. 9 showing the 5th speed state of D range, solenoid valves S2 and S4 are turned on, and shift valves Vl and V
3. Line pressure is input to the V4 spool control oil chamber,
Shift valve V3. V4 is switched to the second position.

In the shift valve v1, the line pressure input to the spool control oil chamber V1b via the range change valve 11 and the shift valve v2 in the first position is opposed to the line pressure input to the spool control oil chamber Via. is maintained in the first position by. Shift valve Vl.

V5 remains in the first position.

With the shift valves v1 to v5 taking the above positions, the line pressure from the line pressure oil passage LID is changed to range change valve 11-shift valve Vl-V2-V
3-V4-V5 to brake B1, and range change valve 11 shift valve Vl-V2-V
3 to clutch C3 to achieve D range 5th speed.

Here, Table 5-A and Table 5-B below show all combinations when the shift valves v1 to v5 take the first position and the second position, respectively, and the respective engagement elements at that time. It is a table showing engagement states.

(Leaving space below) Table 5 In the above tables, in any combination state, the combination of engaging elements that are engaged at that time constitutes any gear stage, so each shift valve ■1 to No matter what state V5 is in, so-called double engagement does not occur in the friction engagement element.

Figure 10 shows each solenoid valve 81 in two or more hydraulic circuits.
This shows a speed change control device for changing speeds by switching through S4.

In FIG. 10, reference numeral 100 denotes a range changeover operation switch provided in the driver's seat, and a range signal corresponding to each range switch is sent to a range changeover control unit 110 of the ECU.
Output to. A control signal is output from the range switching control section 110 to the shift control section 120.

This shift control section 120 includes a vehicle speed sensor 130. Throttle sensor 140 and shift position sensor 15
Detection signals from 0 are input, and based on these detection signals and a control signal from the range switching control section 110, the shift control section 120 selects the shift solenoid valves S1 to S3.
and solenoid valve S4 for range change valve
An activation signal is output.

The solenoid valves 81 to S4 are selectively combined and on/off controlled by this operating signal, thereby switching the shift valves V1 to V5 and the range change valve 11 of the hydraulic control unit 180 to each gear stage. is configured.

(Effects of the Invention) As described above, the present invention eliminates the need to provide one shift solenoid valve for each shift valve as in the conventional case.
The number of gearshift solenoid valves used can be reduced compared to conventional ones, making it possible to reduce product costs and downsize the transmission. Furthermore, the probability of failure is reduced, leading to improved reliability.

Furthermore, even if an abnormality such as valve sticking occurs in the solenoid valve, so-called double engagement of the frictional engagement elements does not occur, so the automatic transmission is less likely to be damaged and is safe.

[Brief explanation of drawings]

Fig. 1 is a hydraulic control circuit diagram showing one embodiment of the present invention;
The figure is a skeleton diagram showing a gear train of an automatic transmission operated by the hydraulic control circuit of Fig. 1, and Fig. 3 is a hydraulic control circuit diagram showing a hydraulic pressure supply path in the R range of the hydraulic control circuit of Fig. 1. Fig. 4 is a hydraulic control circuit diagram in the neutral range, Fig. 5 is a hydraulic control circuit diagram in the D range 1st speed, Fig. 6 is a hydraulic control circuit diagram in the D range 2nd speed, and Fig. 7 is a hydraulic control circuit diagram in the D range 2nd speed. The hydraulic control circuit diagram for D range 3rd speed, Figure 8 is the hydraulic control circuit diagram for D range 4th speed, Figure 9 is the hydraulic control circuit diagram for D range 5th speed, and Figure 10 is the same implementation. FIG. 11 is a circuit diagram showing a speed change control device in an example, and FIG. 11 is a hydraulic control circuit diagram showing a conventional example. vl...1-2 shift valve (first shift valve) v2...2-3 shift valve (second shift valve) ■3...3-4 shift valve (third shift valve) V4... 4-5 shift valve (fourth shift valve) V5...5-6 shift valve (fifth shift valve) Sl, S2. S3. S4... Solenoid valve CI,
C2, C3...Clutch (clutch element) Bl, B2. B3...Brake (brake element)

Claims (1)

[Claims] When in the first position, the engagement hydraulic pressure to the second clutch element and the third brake element and the engagement hydraulic pressure from the line pressure oil passage to the second shift valve are conducted, and the engagement hydraulic pressure is conducted to the second shift valve. Toki no 3
A first shift valve that conducts engagement hydraulic pressure to the brake element; and when in the first position, engagement hydraulic pressure from the first shift valve to the third shift valve, and engagement from the third shift valve to the first shift valve. A control hydraulic pressure for biasing the first shift valve toward the first position is conducted from the oil pressure and line pressure oil passage to the first shift valve, and when the first shift valve is in the second position, the control oil pressure is passed from the first shift valve to the third shift valve. a second shift valve that conducts engagement hydraulic pressure from the line pressure oil passage to the third shift valve to bias the third shift valve toward the first position; and when in the first position. The engagement hydraulic pressure from the second shift valve to the fourth shift valve and the engagement hydraulic pressure from the fourth shift valve to the second shift valve are conducted, and when the second shift valve is in the second position, the engagement hydraulic pressure is conducted from the second shift valve to the fourth shift valve. a third shift valve that conducts engagement hydraulic pressure and engagement hydraulic pressure from the second shift valve to the third clutch element; and a third shift valve that conducts engagement hydraulic pressure and line pressure from the line pressure oil passage to the first clutch element when in the first position. Control hydraulic pressure for biasing the fifth shift valve toward the first position and engagement hydraulic pressure from the third shift valve to the fifth shift valve are conducted from the oil passage to the fifth shift valve to shift the fifth shift valve to the second position. At some point, the engagement oil pressure is applied from the third shift valve to the fifth shift valve, the engagement oil pressure is applied from the line pressure oil passage to the third shift valve, and the second shift valve is applied from the line pressure oil passage to the second shift valve. a fourth shift valve that conducts control hydraulic pressure for biasing in the direction of the first position; an engagement hydraulic pressure from the fourth shift valve to the first brake element when in the first position; and an engagement hydraulic pressure from the fourth shift valve to the second brake element. a fifth shift valve that conducts engagement hydraulic pressure from the third shift valve to the first shift valve when in the second position; and spool control of the first shift valve and the third shift valve. a first solenoid valve connected to the oil chamber for turning on/off input of control hydraulic pressure to each spool control oil chamber for biasing the first shift valve and the third shift valve toward the second position; A second solenoid valve that is connected to the spool control oil chamber of the fourth shift valve and turns on/off input of control hydraulic pressure to the spool control oil chamber for urging the fourth shift valve toward the second position. and each spool control oil chamber for controlling hydraulic pressure connected to the spool control oil chambers of the second shift valve and the fifth shift valve, and for urging the second shift valve and the fifth shift valve toward the second position. an automatic transmission comprising: a third solenoid valve that turns on and off input to the automatic transmission; and a control means that selectively turns on and off the first, second and third solenoid valves. Shift control device.