JPH05164237A - Automatic transmission - Google Patents

Abstract

PURPOSE:To eliminate a difference or the like between a driver's expected shift stage and an actually attained shift stage by measuring the time for a shift lever to be at the neutral position in a manual gear shift mode, and applying such a means as attaining a forward travel range when the measured time exceeds the prescribed value. CONSTITUTION:In this automatic transmission, a shift lever is moved over the range of a shift pattern comprising a range position for an automatic gear change mode, a shift position for a manual gear shift mode, and neutral positions for respective types of mode. In this case, a sensor or the like 37 detects that the shift lever is moved to each position. Also, a control device 31 outputs a gear change signal, according to a range and a gear selected with the shift lever. Furthermore, an actuator 40 is driven to attain each gear, according to the gear change signal. On the other hand, a timer measures a time for the shift lever to stay at a neutral position in the manual gear shift mode. Also, the gear selected immediately before is maintained until the measured time exceeds the prescribed value, and a forward travel range is attained when the prescribed value is exceeded.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic transmission.

[0002]

2. Description of the Related Art Conventionally, in an automatic transmission, the rotation generated by an engine is transmitted to a speed change mechanism via a fluid transmission device, and each speed stage is achieved in the speed change mechanism. Therefore, the speed change mechanism has a plurality of planetary gear units, and the elements such as the ring gear, the carrier, and the sun gear, which constitute each planetary gear unit, are selectively engaged and disengaged by the friction engagement elements to achieve each speed stage. ..

A hydraulic circuit is provided for engaging and disengaging the friction engagement elements, and the oil whose pressure is adjusted is supplied to and discharged from the hydraulic servo corresponding to each friction engagement element at a predetermined timing. The friction engagement element is engaged and disengaged with. Further, in the conventional automatic transmission, each range of P (parking), R (reverse), N (neutral), D (drive), S (second), L (low) is provided, and By selecting each range according to the intention, the gear shift is automatically performed.

For example, in an automatic transmission having four forward gears and one reverse gear, if the driver selects the D range in accordance with the traveling conditions such as vehicle speed and throttle opening, between the first speed and the fourth speed, When the S range is selected, the speed is between 1st and 3rd speed, and L
When the range is selected, the speed is automatically changed between the first speed and the second speed. Selection of each range by the driver's intention is performed by moving the shift lever to the range position arranged on a straight line. That is, the range positions arranged in a so-called "I" shape can be selected.

However, in the above-mentioned automatic transmission, it is not possible to manually select the shift speed manually, and the shift feeling is lacking. Therefore, there is provided a device in which a shift lever is turned in a shift path to bring it into contact with a sensor, and an electric signal from the sensor is used to achieve a shift speed (see Japanese Patent Laid-Open No. 2-8545). In addition to the range position of the I pattern arranged in the “I” shape used in the conventional automatic transmission, the shift position of the H pattern arranged in the “H” shape similar to the manual shift is set. An additional shift pattern is provided to enable selection between traveling in the automatic transmission mode and traveling in the manual transmission mode (see Japanese Patent Laid-Open No. 61-157855).

[0006]

However, in the conventional automatic transmission described above, the automatic transmission may change to the automatic transmission mode while the vehicle is traveling in the manual transmission mode. There may be a difference in the actually achieved shift speed. That is, in an automatic transmission in which it is possible to select between traveling in the automatic shift mode and traveling in the manual shift mode, the automatic shift mode is switched to the manual shift mode or the manual shift mode is switched to the automatic shift mode during traveling. It may be switched. In that case, a neutral position is formed between the range position of the I pattern and the shift position of the H pattern, and the shift state becomes unstable while the shift lever is in the neutral position.

Therefore, it is conceivable that the D range of the automatic shift mode is selected when the shift lever is in the neutral position between the range position of the I pattern and the shift position of the H pattern. Regarding the shift pattern, if the shift position of the H pattern is arranged only on one of the right and left sides of the range position of the I pattern, the operability of the shift lever will be deteriorated. Therefore, it is conceivable that the shift positions of the H pattern are divided and formed on both sides of the range position of the I pattern. In this case, for example, the low speed shift train is formed on the left side of the range position of the I pattern and the high speed shift train is formed on the right side thereof.

However, in this type of automatic transmission, when the shift lever is moved in the manual shift mode to shift between the shift stage of the low speed shift train and the shift stage of the high speed shift train, the automatic shift mode is set. The shift lever will pass through the D range position. Therefore, even though the manual shift mode is set, the automatic shift mode may be changed, and the shift stage corresponding to the traveling condition at that time is achieved. In that case, if a shift stage different from the shift stage predicted by the driver is achieved, a feeling of strangeness will occur.

The present invention solves the problems of the conventional automatic transmission described above, and does not change to the automatic transmission mode regardless of the intention to drive in the manual transmission mode, and the shift stage predicted by the driver It is an object of the present invention to provide an automatic transmission that does not cause a feeling of strangeness due to a difference in the actually achieved shift speed.

[0010]

Therefore, in the automatic transmission of the present invention, the range position for traveling in the automatic shift mode, the shift position for traveling in the manual shift mode, and the range position and the shift. The shift lever can move a shift pattern formed of neutral positions between the positions.

Position detecting means is provided at each position to detect the movement of the shift lever, and the control device outputs a shift output signal in response to the range and the shift stage selected by the shift lever. .. A shift mechanism is connected to the shift lever to generate a hydraulic pressure corresponding to each range position of the shift lever and a forward travel range pressure at each shift position. Further, the hydraulic circuit receives the shift output signal of the control device and operates the solenoid valve to achieve each shift stage.

A timer is provided to measure the time when the shift lever is in the neutral position during traveling in the manual shift mode, and the vehicle travels forward when the time measured by the timer exceeds a set value. It is designed to reach the range. The gear selected immediately before is maintained until the time measured by the timer exceeds the set value.

The timer may measure the time when the shift lever is in the forward drive range position. In this case, when the shift lever is in the neutral position, the gear selected immediately before is maintained.

[0014]

According to the present invention, as described above, the range position for traveling in the automatic shift mode, the shift position for traveling in the manual shift mode, and the range position and the shift position are formed. The shift lever can move in a shift pattern composed of the neutral position. The shift lever passes through the neutral position when moving between the shift position and the range position, or when moving between the shift positions.

Position detecting means is provided at each position to detect movement of the shift lever, and the control device outputs a shift output signal corresponding to the range and the shift stage selected by the shift lever. .. A shift mechanism is connected to the shift lever to generate each range pressure corresponding to the range position of the shift lever. Further, when the shift lever is moved to the shift position, the forward drive range pressure is generated.

Further, the hydraulic circuit receives the shift output signal from the control device and operates the solenoid valve to achieve each shift stage. When performing a gear shift while traveling in the manual gear shift mode, the shift lever passes through the neutral position. Therefore,
A timer is provided to measure the time when the shift lever is in the neutral position, and the forward traveling range is achieved when the time measured by the timer exceeds the set value. Therefore, when the shift lever is moved between the shift positions and the shift lever is placed in the neutral position for more than a predetermined time, the automatic shift mode is selected. Until the time measured by the timer exceeds the set value, the gear selected immediately before is maintained.

The timer may measure the time when the shift lever is in the forward drive range position. In this case, the gear selected immediately before is maintained in the neutral position. Therefore, the automatic shift mode does not change irrespective of the intention to drive in the manual shift mode, and the shift speed predicted by the driver and the shift speed actually achieved do not differ, so that no discomfort occurs.

[0018]

Embodiments of the present invention will now be described in detail with reference to the drawings. FIG. 1 is a schematic diagram of an automatic transmission according to the present invention, and FIG. 2 is a diagram showing an operation of the automatic transmission according to the present invention. In FIG. 1, the automatic transmission comprises a transmission (T / M) 10 and a torque converter 11, which transmits the rotation generated by the engine to the transmission 10 via the torque converter 11 to shift gears to drive wheels. It is designed to communicate.

The torque converter 11 has a pump impeller 12, a turbine runner 13, a stator 14 and a lock-up clutch 15 for improving the power transmission efficiency. The oil is directly transmitted to the input shaft 17 of the transmission 10 by the oil flow or directly by locking the lockup clutch 15.

The transmission 10 comprises an auxiliary transmission unit 18 and a main transmission unit 19, the auxiliary transmission unit 18 has an overdrive planetary gear unit 20, and the main transmission unit 19 has a front planetary gear unit 21 and a rear planetary gear unit 22. Here, the overdrive planetary gear unit 20 is connected to the input shaft 17, and is connected to the carrier CR ₁ that supports the planetary pinion P ₁ , the sun gear S ₁ that surrounds the input shaft 17, and the input shaft 23 of the main transmission unit 19. It consists of a ring gear R ₁ which is connected. A third clutch C0 and a third one-way clutch F0 are interposed between the carrier CR ₁ and the sun gear S ₁ , and a fourth clutch is provided between the sun gear S ₁ and the case 24.
A brake B0 is provided.

Next, the front planetary gear unit 2
1 is connected to an output shaft 25, a carrier CR ₂ supporting a planetary pinion P _2, a sun gear S _2, which is formed integrally with the sun gear S ₃ of the rear planetary gear unit 22 with surrounding the output shaft 25, Input shaft 2
3 and a ring gear R ₂ connected via a first clutch C1. In addition, the input shaft 23 and the sun gear S
Between ₂ second clutch C2, the sun gear S ₂ and the case 2
A first brake B1 composed of a band brake is interposed between the four. Between the sun gear S ₂ and the case 24, further the second brake through a first one-way clutch F1 B2
Is provided.

Then, the rear planetary gear unit 22
The carrier CR ₃ supporting a planetary pinion P ₃ is,
It is composed of a sun gear S ₃ and a ring gear R ₃ directly connected to the output shaft 25, and a third brake B3 and a second one-way clutch F2 are arranged in parallel between the carrier CR ₃ and the case 24. 43 is an input speed sensor, SP
1 and SP2 are vehicle speed sensors.

Each solenoid valve S of the above automatic transmission
1, S2, S3, clutches C0, C1, C2, brakes B0, B1, B2, B3 are controlled as shown in the operation table of FIG. 2 at each shift speed of each range D, S, L. That is, at the first speed in the D range or the S range, the first solenoid valve S1 is in the ON state, and as a result, the third clutch C0 and the first clutch C1 are engaged, and the third one-way clutch F0 and the second one-way clutch are engaged. The clutch F2 is locked and the others are in the released state. Therefore, the overdrive planetary gear unit 20
Is the third clutch C0 and the third one-way clutch F0.
And the rotation of the input shaft 17 is transmitted to the input shaft 23 of the main transmission unit 19 as it is. Further, the main transmission unit 19, rotation of the input shaft 23 through the first clutch C1 is transmitted to the ring gear R ₂ of the front planetary gear unit 21, further to the carrier CR _2, and the carrier CR ₂ integral with the output shaft 25 transmits At the same time, a leftward rotational force is applied to the carrier CR ₃ of the rear planetary gear unit 22 via the sun gears S ₂ and S ₃ , but the rotation is blocked by the lock of the second one-way clutch F2, so the planetary pinion P ₃ rotates to transmit power to the ring gear R ₃ which is integral with the output shaft 25.

Further, in the 2nd speed in the D range, the first
In addition to the Renoid valve S1, the second solenoid valve S2
Switch to the on state. As a result, the third clutch C
0, the first clutch C1 and the second brake B2 are engaged,
Third one-way clutch F0 and first one-way clutch
F1 is locked, and the others are released. Therefore,
Overdrive planetary gear unit 20 is directly connected
Is maintained, and the rotation of the input shaft 17 remains as it is in the main transmission unit.
It is transmitted to the input shaft 23 of the motor 19. In addition, the main shift unit
In the knit 19, the rotation of the input shaft 23 causes the first clutch C1 to rotate.
Through the ring gear of the front planetary gear unit 21.
Ya R₂Transmitted to the planetary pinion P ₂Through the
Gear S₂To the left of the sun gear,
S₂Is the first one-wake associated with the engagement of the second brake B2.
The locking of the latch F1 prevents rotation. But
So planetary pinion P₂Carrying while rotating
Ya CR₂Rotates, the front planetary gear unit 2
The rotation of the second speed is transmitted to the output shaft 25 via only 1.
It

At the 3rd speed in the D range and the S range, the first solenoid valve S1 is turned off,
Third clutch C0, first clutch C1, second clutch C
2 and the second brake B2 are engaged, the third one-way clutch F0 is locked, and the others are in the released state. Therefore, the overdrive planetary gear unit 20 is in the direct connection state, and the main transmission unit 19 has the front planetary gear unit 21 integrated by the engagement of the first clutch C1 and the second clutch C2.
Is transmitted to the output shaft 25 as it is.

At the fourth speed in the D range, that is, at the highest speed, the second solenoid valve S2 is also turned off, and the first clutch C1, the second clutch C2, the second brake B2 and the fourth brake B0 are engaged. It Although the main transmission unit 19 is in the direct connection state as in the case of the third speed, the overdrive planetary gear unit 20 has the third clutch C.
0 is released and the fourth brake B0 is switched to be engaged. Therefore, the sun gear S ₁ is locked by the engagement of the fourth brake B0, and the carrier CR ₁
While rotating, the planetary pinion P ₁ rotates and transmits power to the ring gear R ₁ , and the rotation of the overdrive is transmitted to the input shaft 23 of the main transmission unit 19 in the direct connection state.

On the other hand, at the time of downshifting, the third clutch C0 is engaged and the fourth brake B0 is released in the 4-3 shift, and the second clutch C2 is released in the 3-2 shift. Second brake B in the case of 2-1 shift
2 is released. In addition, at the 1st speed and 3 in the S range
At the time of high speed, it is similar to the case of the D range. Then, in the 2nd speed, in addition to the first clutch C1, the third clutch C0, and the second brake B2, the third solenoid valve S3 is turned on, the first brake B1 is engaged, and the sun gear S ₂ of the main transmission unit 19 is turned on. Lock and apply engine braking.

The second speed in the L range is the same as the second speed in the S range described above, but in the first speed, the third clutch C1 and the third clutch C0 are added.
The solenoid valve S3 is turned on, the third brake B3 is engaged, the carrier CR ₃ of the rear planetary gear unit 22 is locked, and the engine brake is activated.

In the manual shift mode, 3
1st and 4th speed are in automatic shifting mode, and 2nd speed is S range 2
The first speed and the first speed are the same operations as the first speed in the L range. next,
A control device in the automatic transmission according to the present invention will be described. 3 is a schematic diagram of the automatic transmission control device, FIG. 4 is an input side block diagram of the automatic transmission control device, and FIG. 5 is an output side block diagram of the automatic transmission control device.

In the figure, 31 is an automatic transmission control unit (ECU) for controlling the entire automatic transmission, 32 is a CPU,
Reference numeral 33 is a ROM, 34 is a RAM, 35 is an input interface circuit, 36 is an input processing circuit that is connected to the input interface circuit 35 to perform input processing of each signal, and 37 is connected to the input processing circuit 36 and outputs each signal. Sensors that output. Further, 38 is an output interface circuit, 39 is a drive circuit that is connected to the output interface circuit 38 and performs output processing of each signal, and 40 is an actuator that is connected to the drive circuit 39 and is driven by the output signal. Is.

Reference numeral 43 denotes an input rotation speed sensor for detecting the rotation speed of the third clutch C0 of the transmission 10, SP
1 and SP2 are vehicle speed sensors that detect the number of revolutions of the output shaft 25 of the automatic transmission, and the vehicle speed sensor SP1 is a vehicle speed sensor S.
It is used for backup when P2 fails and for speedometer. Reference numeral 44 is a shift position sensor installed in the transmission 10 for detecting which position on the I pattern the shift lever selects in the automatic speed change mode (A / T), and 45 is installed in the shift lever portion and in the manual speed change mode. (M / T)
Is a shift position sensor that detects which position on the H pattern the shift lever selects.

Further, 46 is installed in the engine, a throttle opening sensor for detecting a throttle opening corresponding to the engine load by a potentiometer, 47 is installed in a brake pedal portion, a brake switch for detecting a brake operation, and 48 is a throttle. An idling (IDL) switch that is installed in the opening sensor 46 and detects that the accelerator is fully closed, and 49 is an accelerator pedal (or
A kick down (K / D) switch, which is installed in the throttle opening sensor 46) and detects that the accelerator is fully opened and kick down is required, 50 is installed in the transmission 10 and the transmission 10
It is an oil temperature sensor that detects the oil temperature of.

The sensors 37 are connected to the corresponding input processing circuits 36. Further, S1 is a first solenoid valve for shifting, S2 is a second solenoid valve for shifting, S3 is a third solenoid valve for shifting, and each shift valve is turned on / off according to each shift stage. Switch. SLU locks up (Lu
p) linear solenoid valve, SLN is a linear solenoid valve for controlling the back pressure of the accumulator,
SLT is a linear solenoid valve for controlling the line pressure. A solenoid drive circuit and a monitor circuit are connected between each of the solenoid valves S1 to S3, the linear solenoid valves SLU, SLN, SLT and the output interface circuit 38. The solenoid drive circuit generates a voltage or current for driving the solenoid valves S1 to S3 and the linear solenoid valves SLU, SLN, SLT, and the monitor circuit controls the solenoid valves S1 to S3 and the linear solenoid valve SLU, S
The operation of LN and SLT is checked, failure is judged, and self-diagnosis is performed.

Reference numeral 53 is an engine control unit (EFI) for controlling the engine, and 54 is a torque reduction for outputting a signal for temporarily reducing the torque generated by the engine in order to mitigate the shift shock at the time of shifting. The input / output processing circuit receives the signal from the torque reduction input / output processing circuit 54, and the engine control device 53 retards the ignition timing, cuts the fuel, and the like. Reference numeral 55 denotes an engine speed input processing circuit for inputting the engine speed.

Reference numeral 56 is a DG CHE which outputs a self-diagnosis result by an O / D off indicator lamp or the like when the transmission 10 or the engine control device 53 fails.
CKER, 57 is a DG input / output processing circuit for outputting a self-diagnosis result to the DG CHECKER 56, 58 is a display device such as a mode selection lamp for displaying the status of the transmission 10 and an O / D off indicator lamp, 59
Is a display drive circuit for operating the display device 58.

Next, the operation of the control device in the automatic transmission configured as described above will be described. 6 is a first flowchart of an automatic transmission control device, FIG. 7 is a second flowchart of an automatic transmission control device, FIG. 8 is a third flowchart of an automatic transmission control device, and FIG. 9 is the present invention. FIG. 10 is a diagram showing a shift pattern in the automatic transmission of FIG. 10, FIG. 10 is a shift diagram, and FIG. 11 is a lockup diagram. (A) of FIG.
Is a gear shift diagram for the D range in the automatic gear shift mode, (b) is a gear shift diagram for the fourth gear in the manual gear shift mode, (c) is a gear shift diagram for the third gear in the manual gear shift mode, and (d) is a manual Shift mode 2
Shift diagram for high speed, (e) shift diagram for first speed in manual shift mode, (a) in FIG. 11 shows lockup diagram for D range in automatic shift mode, and (b) for manual shift mode First speed ~
It is a lockup diagram at the time of 4th speed.

In FIG. 9, 89 is a shift pattern, 8
9a is an I pattern, 89b is a part of the H pattern, and a low-speed shift train is arranged on the left side of the I pattern 89a. 89c is a part of the H pattern. It is a high speed side shift train arranged on the right side. SW1 to SW4 are switches arranged at shift positions corresponding to the first to fourth speeds of the shift position sensor 45. The switch SW1
SW4 is arranged so that it is turned on when the shift lever moves to each shift position, and turned off when the shift lever moves away from the shift position.

89d and 89e are neutral positions,
Formed on the shift path between the D range position and each shift position,
At the neutral positions 89d and 89e, the switches SW1 to SW4 of the shift position sensor 45 are turned off.
By the way, in the automatic transmission configured as described above, it is possible to achieve the first speed and the second speed at the shift positions above and below the low speed side shift train 89b. It is possible to achieve the third and fourth gears in the upper and lower shift positions. Therefore, when the shift lever is moved to change the shift stage between the shift stage of the low speed side shift train 89b and the shift stage of the high speed side shift train 89c during traveling in the manual shift mode, the D range position of the automatic shift mode is set. The shift lever will pass, and the automatic shift mode will be set.

Therefore, it is determined whether or not the automatic shift mode is selected by the driver's intention so that the automatic shift mode is not immediately changed even if the shift lever passes through the D range position. Therefore, when the shift lever moves away from each shift position to the neutral positions 89d and 89e while traveling in the manual shift mode, the switches SW1 to SW4 are turned off, and at the same time, the automatic shift mode return timer counts. Start the switch S
The time until W1 to SW4 are turned on is measured. Then, the manual shift mode is maintained until the count value of the timer for returning to the automatic shift mode becomes larger than the set value t _{1, and the} vehicle travels as it is at the shift stage before the movement of the shift lever is started. Further, when the count value of the timer for returning to the automatic shift mode becomes larger than the set value t ₁ , the automatic shift mode is switched to.

That is, even if the driver moves the shift lever to the neutral positions 89d and 89e, if the shift lever moves to the shift position again within the set time, there is no intention to change from the manual shift mode to the automatic shift mode. It is supposed to be judged. In addition, even if the shift lever moves away from each shift position to the neutral positions 89d and 89e while traveling in the manual shift mode, the shift stage before the shift lever starts moving is moved to the D range position. It may be maintained as it is.

In this case, when the shift lever moves to the D range position, the D range switch is turned on, and at the same time, the timer for returning to the automatic transmission mode starts counting and until the D range switch is turned off again. Measure time. Then, the manual shift mode is maintained until the count value of the timer for returning to the automatic shift mode becomes larger than the set value t _{1, and the} vehicle travels as it is at the shift stage before the movement of the shift lever is started. Further, when the count value of the timer for returning to the automatic transmission mode becomes larger than the set value t ₁ , the automatic transmission mode is switched to. Step S1 When starting the program, initialization is performed for all conditions. Step S2 Based on signals from the input speed sensor 43 of the automatic transmission and the vehicle speed sensors SP1 and SP2, the current speeds of the input shaft 17 and the output shaft 25 of the automatic transmission are calculated. Step S3 Shift position sensor 4 of automatic transmission
The range position currently selected in the I pattern is detected from the signal of No. 4. At the same time, N. S. S. W. Fail judgment is performed. In step S4, the current throttle opening is calculated based on the signal from the throttle opening sensor 46. Step S5 The current oil temperature (ATF temperature) of the automatic transmission is calculated based on the signal from the oil temperature sensor 50. Step S6: The shift position currently selected in the H pattern is detected from the signal of the shift position sensor 45, and if the shift lever is in each gear, step S6.
When it is in the neutral position or the D range position in 12, the process proceeds to step S7. Step S7: It is determined whether or not the manual shift mode flag is turned on. If it is on, the process proceeds to step S15, and if it is off, the process proceeds to step S8. Step S8: Shift point data MS for automatic shifting of shift diagram
The automatic shift data D is read into L. Step S9 Lock-up point data MSL for automatic shifting
The automatic shift data D is read into P. Step S10 Based on the automatic shift data D read in steps S8 and S9 and the various running conditions calculated previously, shift determination and lockup determination as shown in FIGS. 10A and 11A are performed. .. In step S11, the timing of the shift determination and the lockup determination performed in step S10 is determined. Step S12 If the switches SW1 to SW4 of the shift position sensor 45 are turned on in step S6, the manual shift mode flag is turned on and the manual shift mode is set. In step S13, the value of the timer for returning to the automatic shift mode is reset. Step S14 Select the map for manual shift mode,
Various data are read and manual shift map selection processing is performed. Step S15 If the manual shift mode flag is turned on in step S7, the value of the automatic shift mode return timer is compared with the set value t ₁ . If it is smaller than the set value t ₁ , the process proceeds to step S14, and if it is larger than the set value t ₁ , the process proceeds to step S16. In step S16, the manual shift mode flag is turned off, and the process proceeds to step S8 to return to the automatic shift mode. Step S17: The shift determination and lockup determination are performed based on the shift data read in the manual shift map selection subroutine and the various traveling conditions calculated previously. In step S18, the timing determination of the shift determination and the lockup determination performed in step S17 is performed. Step S19 Steps S10, S11, S17, S
According to the determination in 18, the shift output signals are sent to the solenoid valves S1 to S3, the linear solenoid valves SLU, S.
Output to LN and SLT to start shifting. Step S20: During a shift in the manual shift mode, a process is performed to determine whether to control the first apply valve (orifice control valve) to reduce the time lag. Step S21 The linear solenoid valve SLU for lockup control is controlled according to the determination in the subroutine of step S20. Step S22: A process for determining whether or not the torque reduction control for suppressing the shift shock is necessary is performed. Step S23 Torque reduction control is performed according to the determination in the subroutine of step S22. In step S24, a process for determining whether or not to temporarily increase the line pressure to reduce the time lag during a transition of the manual shift mode is performed. Step S25 The linear solenoid valve SLT for controlling the line pressure is controlled according to the judgment in the subroutine of step S24. In step S26, a process for determining whether or not the back pressure of the accumulator needs to be controlled in order to prevent a shift shock during a shift transition is performed. Step S27 The linear solenoid valve SLN for accumulator back pressure control is controlled according to the judgment in the subroutine of step S26.

Next, the subroutine of the manual shift map selection process in step S14 of FIG. 6 will be described. In step S14-1, the shift position sensor 45 determines whether or not the switch SW4 at the fourth speed position is turned on. Step S14-2 If the switch SW4 at the fourth speed position is turned on in step S14-1, the data for the fourth speed gear stage is read in the shift point data MSL for the manual shift. In step S14-3, the data for the fourth gear is read in the lockup point data MSLP for manual shift. Steps S14-4 to S14-6 Step S14-1
The same control as in S14-3 is performed to read the data for the third gear. Steps S14-7 to S14-9 Step S14-1
The same control as in S14-3 is performed to read the data for the second speed gear stage. Steps S14-10, S14-11 Manual shift gear shift point data MSL and manual shift lockup point data M
Read the data for the 1st gear in SLP.

Next, the shift mechanism of the automatic transmission of the present invention will be described. FIG. 12 is an exploded perspective view of basic components of the shift mechanism of the automatic transmission according to the present invention, and FIG. 13 is a perspective view of a connecting mechanism between the shift mechanism and the manual valve. In the figure, the shift mechanism includes a stationary member 61 attached to a vehicle body (not shown), a swing retainer 62 supported to the stationary member 61 so as to be swingable about the X axis, and an X
A shift lever 63 that is rotatably supported around a Y-axis that is orthogonal to the axis and that is engaged with and disengaged from the swing retainer 62 by rotation is provided with a switch box 64 that detects the rotation of the shift lever 63. The shift lever 6
A lock plate 65 is provided for engaging and disengaging the swing retainer 62 with the stationary member 61 when the device 3 is rotated leftward in the drawing around the Y axis.

The stationary member 61 is composed of a support portion (not shown) which is bolted to the vehicle body, and a "U" -shaped main body portion 61a which is fixed to the support portion by welding and has an open front. A hole 6 is provided above the pair of left and right side walls of the main body 61a.
1b is formed by punching, and the front and rear ends of the hole 61b form the rocking lock surface of the lock plate 65. Further, an inhibit hole 61c is formed by punching in the center of the left side wall of the main body portion 61a, and the upper surface of the inhibit hole 61c constitutes an inhibit cam surface.

Next, the swing retainer 62 is composed of a main body 62a having an open U-shape and a plastic gate plate 6 having four corners bolted to its upper wall.
2b and a manual valve connecting member 62c fixed to the lower end of the right side wall of the main body 62a by welding. Below the left and right side walls of the main body 62a, holes through which the shaft bolts 66 are inserted are bored, and brackets 62d for supporting the switch box 64 are formed in front of both side walls, and the left side wall is further formed. The three guide posts 62e, which are engaged with the sliding holes 67a of the inhibit plate 67 and are guided for vertical movement, are attached to the. A hole 62f for inserting the shift lever 63 and a hole 62g for inserting the detent block 68 are formed on the upper wall of the main body 62a.
Are formed by punching.

On the other hand, the gate plate 62b has a hole 62h through which the shift lever 63 is inserted, a pair of grooved flanges 62i for slidably guiding the lock plate 65 in a direction orthogonal to the hole 62h, and a bottom surface thereof. The detent block 68 that projects and has a cam surface on its lower surface is formed. The hole 62h is formed in an "H" shape,
When the shift lever 63 is rotated about the X axis in a state where the shift lever 63 is located at the center of the hole 62h, the gate plate 62b transmits the movement of the shift lever 63 to the main body 62a.

The lock plate 65 is made of plastic and is formed in a "ten" shape, and an elongated hole 65a through which the connecting portion 63a of the shift lever 63 is inserted is formed in the center thereof. When the shift lever 63 rotates about the Y axis, the lock plate 65 slides while being guided by the grooved collar 62i, but when the shift lever 63 rotates about the X axis, the lock plate 65 does not interlock.

The shift lever 63 has a stem 63b to which an operation knob is attached, a connecting portion 63a fixed to the lower end by welding, and a "U" -shaped arm portion 63c bolted to the lower end. I have it. The stem 6
An inhibit pin 63d is provided on the lower part of 3b so as to be vertically movable. The operation arm 63e for switching the switch box 64 is provided on the upper edge of the connecting portion 63a.
Is fixed, and a spherical body is formed at its tip. The crossing sleeve 69 is inserted through the arm portion 63c,
The crossing sleeve 69 rotatably supports the arm portion 63c around the Y axis by an axial bolt 70.

The crossing sleeve 69 is provided with sleeve portions 69a and 69b which are orthogonal to each other and through which the bolt 66 forming the X axis and the bolt 70 forming the Y axis are inserted.
A detent mechanism 75 is provided so as to rise from the upper surface on the left side of the sleeve portion 69a. The detent mechanism 75 forms a detent action with respect to the swing retainer 62 of the shift lever 63 together with the detent block 68, and a detent roller (not shown) provided at the upper end of the plunger 75b pushed up by the spring 75a serves as the detent mechanism. The block 68 contacts the downward cam surface of the block 68, engages the notch, holds the shift lever 63 at each shift position, and provides a moderation feeling when moving between the shift positions.

Further, the torsion spring contact member 69 is located rearward from the center of the upper surface of the sleeve portion 69a on the right side.
d is provided. The torsion spring contact member 69d is sandwiched between both operating ends of the torsion spring 71 having a coil portion located on the outer periphery of the rear portion of the sleeve portion 69b to support the crossing sleeve 69. The arm 63
c is a torsion spring contact member 6 of a similar shape.
3f is formed so as to project forward. Therefore, when the shift lever 63 is rotated left and right with respect to the crossing sleeve 69, the torsion spring contact member 63 is rotated.
While f separates one of the two operating ends of the torsion spring 71, the other of the operating ends is supported by the torsion spring contact member 69d, so that the shift lever 63 receives the neutral return force of the torsion spring 71. To work.

Further, the inhibit plate 67 has a plate pin 67b planted substantially in the center thereof, is inserted into the inhibit hole 61c of the stationary member 61, and abuts against the inhibit cam surface to form an inhibit mechanism.
Sliding holes 67a, into which the guide posts 62e attached to the swing retainer 62 are fitted, are formed on both sides of the plate pin 67b by punching. In addition, a hole 67c through which the left ear portion 65b of the lock plate 65 having a "10" shape is inserted is formed in the upper portion of the inhibit plate 67 by punching.

In FIG. 13, a manual valve connecting member 62c is an outer lever 8 attached to one end of a manual shaft 82 via a control rod 81.
It is connected to 3. A detent lever 84 is attached to the other end of the manual shaft 82, and a manual valve 86 that slides in the detent lever 84 and the valve body 85 is connected via a rod 87.
A cam notch 84a is formed on the peripheral surface of the detent lever 84.
Is formed, and the detent spring 88 is disposed with the operating end abutting on the cam notch 84a.

The present invention is not limited to the above-mentioned embodiments, but can be variously modified within the scope of the present invention, and they are not excluded from the scope of the present invention.

[Brief description of drawings]

FIG. 1 is a schematic diagram of an automatic transmission according to the present invention.

FIG. 2 is a diagram showing an operation of the automatic transmission of the present invention.

FIG. 3 is a schematic diagram of an automatic transmission control device.

FIG. 4 is a block diagram of an input side of the automatic transmission control device.

FIG. 5 is an output-side block diagram of the automatic transmission control device.

FIG. 6 is a first flowchart of a control device for an automatic transmission.

FIG. 7 is a second flowchart of the control device for the automatic transmission.

FIG. 8 is a third flowchart of the control device for the automatic transmission.

FIG. 9 is a diagram showing a shift pattern in the automatic transmission according to the present invention.

FIG. 10 is a shift diagram.

FIG. 11 is a lock-up diagram.

FIG. 12 is an exploded perspective view of basic components of the shift mechanism of the automatic transmission according to the present invention.

FIG. 13 is a perspective view of a connecting mechanism between a shift mechanism and a manual valve.

[Explanation of symbols]

31 automatic transmission control device 44, 45 shift position sensor (position detecting means) 63 shift lever 89 shift pattern 89d, 89e neutral position S1 first solenoid valve S2 second solenoid valve S3 third solenoid valve SLN, SLU, SLT linear solenoid valve

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Masashi Hattori 10 Takane, Fujii-cho, Anjo City, Aichi Prefecture Aisin AW Co., Ltd. (72) Inventor Toyago, Toyota 1-City, Toyota City, Aichi Prefecture Toyota Automobile Incorporated (72) Inventor Yasuo Hojo 1 Toyota-cho, Toyota City, Aichi Prefecture Toyota Motor Co., Ltd. (72) Inventor Atsushi Tabata 1- Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Co., Ltd. (72) Inventor Takayuki Okada 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation

Claims (2)

[Claims] 1. A shift pattern composed of a range position for traveling in an automatic shift mode, a shift position for traveling in a manual shift mode, and a neutral position formed between the range position and the shift position. A shift lever provided, position detection means for detecting that the shift lever has moved to each position, a control device for outputting a shift output signal corresponding to a range and a shift stage selected by the shift lever, A shift mechanism that is connected to the shift lever, generates a hydraulic pressure corresponding to each range position of the shift lever, and generates a forward travel range pressure at each shift position, and a solenoid valve that receives a shift output signal of the control device. And the hydraulic circuit that achieves each shift speed, and the shift lever is in the neutral position while traveling in the manual shift mode. A timer for measuring the time when there is a time, means for achieving the forward traveling range when the time measured by the timer exceeds the set value, and immediately before the time measured by the timer exceeds the set value. An automatic transmission characterized by having means for maintaining a selected gear. 2. A shift pattern composed of a range position for traveling in the automatic shift mode, a shift position for traveling in the manual shift mode, and a neutral position formed between the range position and the shift position is movable. A shift lever provided, position detection means for detecting that the shift lever has moved to each position, a control device for outputting a shift output signal corresponding to a range and a shift stage selected by the shift lever, A shift mechanism that is connected to the shift lever, generates a hydraulic pressure corresponding to each range position of the shift lever, and generates a forward travel range pressure at each shift position, and a solenoid valve that receives a shift output signal of the control device. And the hydraulic circuit that achieves each shift speed, and the shift lever moves forward while traveling in the manual shift mode. A timer for measuring the time when in the range position, a means for achieving the forward traveling range when the time measured by the timer exceeds the set value, and the immediately preceding selection when the shift lever is in the neutral position. An automatic transmission characterized by having means for maintaining the conventional gear position.