JPH05346161A - Control device for automatic transmission - Google Patents

Abstract

PURPOSE:To always favorably control speed change when speed change operation is simultaneously performed in a main and a sub-transmissions by controlling the coupling force of a friction element for changeover of shift step in the normal driving condition of the sub-transmission, and controlling the coupling force of a friction element for engine brake in its reverse driving condition. CONSTITUTION:An automatic transmission 1 is constituted of a torque converter 10, a main transmission 20 arranged on the concentrical axis of it, and a sub- transmission 30 arranged on the parallel axis with the former. The sub- transmission 30 is provided with a single planetary gear mechanism 31, a direct coupling clutch 32 is arranged between the ring gear 31a and the sun gear 31b, and a one-way clutch 33 and a deceleration brake 34 are arranged between the sun gear 31b and a transmission case 3. In this case, when speed change operation is simultaneously performed in the main and sub- both transmissions and the sub-transmission 30 is in the normal driving condition driven by engine output for example, the direct coupling clutch 32 is controlled so as to change the gear ratio of the sub-transmission according to change of gear ratio of the main transmission 20.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for an automatic transmission mounted on an automobile, and more particularly to a control device for an automatic transmission having a main transmission and an auxiliary transmission.

[0002]

2. Description of the Related Art In an automatic transmission in which a torque converter and a speed change mechanism are connected to each other and a power transmission path of the speed change mechanism is switched by selectively engaging a plurality of friction elements, the shift speed is automatically switched. There is one in which the above-mentioned speed change mechanism is composed of a main transmission and an auxiliary transmission, and for example, multi-speed transmission is performed by further shifting the output of the main transmission that has been changed by the auxiliary transmission. ,
As a configuration of the auxiliary transmission in that case, for example, a one-way clutch achieving a low speed stage, a first friction element achieving a high speed stage, and a second friction element for engine braking may be provided in parallel with the one-way clutch. is there. With such a configuration, by engaging and disengaging the first friction element, the shift stage of the auxiliary transmission is switched between high and low stages, and the second friction element is released in the released state of the first friction element. By engaging, the idling state of the vehicle when the one-way clutch is idling can be avoided.

On the other hand, in this type of automatic transmission, the main transmission and the sub-transmission may perform gear shifting operations at the same time. In this case, it is uncomfortable if the gear shifting operations of both gearboxes deviate in time. There is a problem that shift shock occurs. Therefore, in such a case, the gear shifting operations of both transmissions must be made to correspond to each other in time, and as a countermeasure against this, for example, Japanese Patent Laid-Open No. 61-99.
According to Japanese Patent Laid-Open No. 745, a change of the speed change mechanism of the auxiliary transmission is started and completed while the change of the speed change mechanism of the main transmission changes.

[0004]

However, in the case where the main transmission and the sub-transmission simultaneously perform the gear shifting operation, as described above, one gear shifting operation is started and completed while the other gear shifting operation is started. However, the effect of reducing the shift shock is not always sufficient, and in order to reduce the shift shock more effectively, the change in the gear ratio in one transmission and the change in the gear ratio in the other transmission are harmonized. It is necessary to advance the speed change operation.

In order to cope with such a demand, feedback control is performed on the engagement operation or the release operation of the friction element of the auxiliary transmission so that the gear ratio of the auxiliary transmission changes in harmony with the gear ratio of the main transmission. It is thought to do.

That is, for example, when shifting from the 2nd speed to the 3rd speed, it is assumed that the shift operation in which the shift stage is upshifted in the main transmission and the shift operation in which the shift stage is downshifted in the auxiliary transmission are simultaneously performed. In that case, in the normal drive state in which the vehicle is driven by the engine output, the one-way clutch is locked at a predetermined timing with the release operation of the first friction element that realizes the high speed stage in the auxiliary transmission. Since the low-speed stage is set, feedback control is performed on the release operation of the first friction element so that the gear ratio of the auxiliary transmission changes in the opposite direction in response to the change of the gear ratio of the main transmission. It is expected to effectively reduce shocks.

However, in the reverse drive state in which the vehicle travels by inertial force, for example, the auxiliary transmission does not shift even if the first friction element is released.

The same problem may occur during downshifting.

According to the present invention, there is provided a sub transmission that constitutes an automatic transmission together with a main transmission, a one-way clutch that achieves a first speed, a first friction element that achieves a second speed, and the one-way clutch. In an automatic transmission provided with a second friction element for engine braking in parallel, the above-described problem at the time of gear shifting in which gear shifting operations are simultaneously performed by a main transmission and an auxiliary transmission is addressed. , The purpose is to make it possible to perform a favorable gear shifting operation regardless of reverse driving.

[0010]

That is, a control device for an automatic transmission according to the invention of claim 1 of the present application (hereinafter referred to as the first invention) comprises a main transmission and an auxiliary transmission, and the auxiliary transmission A one-way clutch that achieves the first gear, and a second
In an automatic transmission in which a first friction element that achieves a shift speed and a second friction element for engine braking are provided in parallel with the one-way clutch, the main transmission and the sub-transmission simultaneously perform gear shifting operations. At the time of gear shifting, when the drive state of the sub-transmission is the normal drive state in which the engine output is driven, the first gear ratio is changed so that the gear ratio of the sub-transmission changes corresponding to the change of the gear ratio of the main transmission. The engagement force of the friction element is feedback-controlled, and when the driving state is the reverse driving state, the second friction element of the second friction element is changed so that the gear ratio of the auxiliary transmission changes in accordance with the change of the gear ratio of the main transmission. It is characterized in that a control means for feedback controlling the fastening force is provided.

The invention of claim 2 of the present application (hereinafter referred to as the second
A control device for an automatic transmission according to the invention comprises a main transmission and an auxiliary transmission, wherein the auxiliary transmission has a one-way clutch that achieves a first speed and a first speed that achieves a second speed.
In an automatic transmission in which a friction element and a second friction element for engine braking are provided in parallel with the one-way clutch, the main transmission and the sub-transmission simultaneously change gear ratios in opposite directions. At the time of gear shifting, when the drive state of the auxiliary transmission is the normal drive state driven by the engine output, the gear ratio of the auxiliary transmission is changed in the opposite direction in response to the change of the gear ratio of the main transmission. Feedback control of the engaging force of the first friction element is performed so that the gear ratio of the auxiliary transmission changes in the opposite direction in response to the change of the gear ratio of the main transmission when the driving state is the reverse driving state. To the second above
It is characterized in that a control means for feedback controlling the fastening force of the friction element is provided.

The control device for an automatic transmission according to the invention of claim 3 of the present application (hereinafter referred to as the third invention) is the first,
In the configuration of the second invention, the gear ratio advance of the auxiliary transmission corresponding to the gear ratio advance of the main transmission is used as the target value of the feedback control.

Further, an automatic transmission control device according to a fourth aspect of the present invention (hereinafter referred to as the fourth invention) includes a main transmission and an auxiliary transmission, and the auxiliary transmission has the first transmission. An automatic transmission including a one-way clutch that achieves a gear position, a first friction element that achieves a second gear position, and a second friction element for engine braking provided in parallel with the one-way clutch. (2) An electrically controlled hydraulic pressure adjusting means is provided in a hydraulic circuit for controlling the supply and discharge of the engagement pressure to and from the friction element, and the sub-shift is performed at the time of a shift in which the main transmission and the sub-transmission simultaneously perform the shift operation. When the drive state of the machine is the normal drive state driven by the engine output,
Feedback control of the engagement force of the first friction element is performed via the hydraulic pressure adjusting means so that the gear ratio of the auxiliary transmission changes according to the change of the gear ratio of the main transmission, and the driving state is the reverse driving state. Is provided, the control means for feedback controlling the engaging force of the second friction element is provided via the hydraulic pressure adjusting means so that the gear ratio of the auxiliary transmission changes in accordance with the change of the gear ratio of the main transmission. It is characterized by

[0014]

According to the present invention having the above construction, the following operation can be obtained.

That is, in any of the first to fourth aspects of the invention, the first friction for switching the shift stage in the forward drive state of the auxiliary transmission at the time of the speed change in which the main transmission and the auxiliary transmission simultaneously perform the speed change operation. The engaging force of the element, and the engaging force of the second friction element for engine braking in the reverse drive state in which the one-way clutch idles, the gear ratio of the auxiliary transmission changes in accordance with the change of the gear ratio of the main transmission. Since the feedback control is performed so as to change, the shift control is favorably performed without causing a shift shock in both forward and reverse driving.

According to the second aspect of the invention, when the main transmission and the sub-transmission simultaneously perform the gear shifting operations in the opposite directions of the gear ratio changes, for example, it is suitable for increasing the gear ratio of the main transmission. Correspondingly, the gear ratio of the sub-transmission is reduced, so that gear shift shock is effectively reduced.

According to the third aspect of the invention, since the target value of the feedback control is the gear ratio advance of the auxiliary transmission corresponding to the gear ratio advance of the main transmission, the gear ratio of the auxiliary transmission is the main transmission. The change in the gear ratio of the machine corresponds to the change with high accuracy, and the shift shock is further reduced.

Further, according to the fourth aspect of the invention, since the fastening force of the first and second friction elements is feedback-controlled by the common hydraulic pressure adjusting means, there is an advantage that the structure of the hydraulic circuit is simplified. is there.

[0019]

EXAMPLES Examples of the present invention will be described below.

As shown in FIG. 1, an automatic transmission 1 according to this embodiment has a torque converter 10, a main transmission 20 arranged on the same axis as the torque converter 10, and a main transmission 20 parallel to these axes. And an auxiliary transmission 30 arranged on the axis.

The torque converter 10 includes a pump 12 integrated with a case 11 connected to the engine output shaft 2,
A turbine 13 arranged to face the pump 12 and driven by hydraulic oil by the pump 12, and a turbine 13 arranged between the pump 12 and the turbine 13 and supported by a transmission case 3 via a one-way clutch 14. Stator 1
5, a converter output shaft 16 connected to the turbine 13, and a lockup clutch 17 that directly connects the output shaft 16 to the engine output shaft 2 via the case 11.

The torque converter 10 and the main transmission 2
An oil pump 4 driven by the engine output shaft 2 via the torque converter 10 is arranged between the oil pump 4 and the engine 0.

The main transmission 20 has a converter output shaft 1
6 has a front planetary gear mechanism 21 arranged on the torque converter side and a rear planetary gear mechanism 22 arranged on the counter torque converter side. The converter output shaft 16 is connected to the sun gear 21a of the front planetary gear mechanism 21 via the forward clutch 23 and the sun gear 2 of the rear planetary gear mechanism 22 via the direct coupling clutch 24.
The sun gear 21a of the front planetary gear mechanism 21 and the ring gear 22b of the rear planetary gear mechanism 22 are coupled to each other.

Further, a first one-way clutch 25 and a low reverse brake 26 are arranged in parallel between the ring gear 21b of the front planetary gear mechanism 21 and the transmission case 3, and the rear planetary gear mechanism 22 has a structure. A second one-way clutch 27 and a 3-4 brake 28 are arranged in series between the sun gear 22a and the transmission case 3, and a coast brake 29 for engine braking is arranged in parallel with them. Then, the pinion carriers 21c, 22c of the front planetary gear mechanism 21 and the rear planetary gear mechanism 22 are coupled, and these are connected to the main transmission 2
An intermediate gear 5 that transmits power from 0 to the auxiliary transmission 30 is connected.

With such a configuration, the main transmission 20
According to the above, the forward clutch 23, the direct coupling clutch 24,
By selectively engaging the 3-4 brake 28 and the low reverse brake 26, a forward low speed stage, a medium high speed stage, a high speed stage and a reverse stage can be obtained.

On the other hand, the sub transmission 30 has a single planetary gear mechanism 31, and an intermediate gear 6 which is always meshed with the intermediate gear 5 of the main transmission 20 is connected to a ring gear 31a of the planetary gear mechanism 31. And the ring gear 31
A direct coupling clutch 32 is arranged between a and the sun gear 31b, and a third one-way clutch 33 and a reduction brake 34 are arranged in parallel between the sun gear 31b and the transmission case 3. Then, the planetary gear mechanism 31
The output gear 7 is connected to the pinion carrier 31c of the left and right drive wheels (not shown) from the gear 7 through a differential device.
Power is transmitted to.

The sub-transmission 30 can shift the power input from the main transmission 20 via the intermediate gears 5 and 6 to two forward gears, a low-speed gear and a high-speed gear, and output it to the output gear 7. It is like this.

That is, when the direct coupling clutch 32 is released, the sun gear 31 of the planetary gear mechanism 31 is driven by the third one-way clutch 33 or the reduction brake 34.
By fixing b, the power from the intermediate gear 6 input to the ring gear 31a of the planetary gear mechanism 31 is decelerated and output from the pinion carrier 31c to the output gear 7, whereby a low speed stage is obtained. In this case, if the deceleration brake 34 is engaged, the auxiliary transmission 30
As a single unit, the engine brake will operate.

Further, the direct coupling clutch 32 is engaged,
If the deceleration brake 34 is released, the ring gear 31a and the sun gear 31b of the planetary gear mechanism 31 are coupled to each other, whereby the power from the intermediate gear 6 is directly output from the pinion carrier 31c to the output gear 7.
As a result, a high speed stage (direct connection stage) can be obtained.

In this manner, the main transmission 20 can obtain three forward and one reverse gears, and the auxiliary transmission 3
By setting 0, two high and low shift speeds can be obtained with respect to the output of the main transmission 20, so that the automatic transmission as a whole can obtain 6 shift speeds for forward travel and main shifts for reverse travel. The reverse gear as a whole is obtained by combining the reverse gear of the machine 20 and the low gear of the auxiliary transmission 30 to which the deceleration brake 34 is engaged. And in this example,
As the forward shift speed, a predetermined five speeds among the above six speeds are adopted.

Table 1 summarizes the operating states of the clutches and brakes in each of the five forward gears and one reverse gear. In addition, in Table 1, (◯) indicates that the engagement is performed only in the range for engine braking.

[0032]

[Table 1] In this embodiment, as the engagement pistons of the direct coupling clutch 32 and the deceleration brake 34 in the auxiliary transmission 30,
A double structure piston as shown in FIG. 2 is adopted.

That is, the direct coupling clutch 32 has the intermediate gear 6
And the drum member 3 integrated with the shaft member 35 to which the hub gear 32a integrally formed with the ring gear 31a of the planetary gear mechanism 31 and the sun gear 31b of the planetary gear mechanism 31 are fixed.
2b, a plurality of friction plates 32 on the driving side and the driven side
c and 32d are alternately arranged and these friction plates 3
A large-diameter first piston 32e having a large pressure receiving area is arranged at the back of 2c, 32d, and a small-diameter second piston 32f having a small pressure receiving area is further arranged at the back thereof, and the return of both pistons 32e, 32f is performed. It is configured to include a spring 32g.

Then, one hydraulic chamber 32 _{1 at} the back of the first piston 32e into which the fastening pressure is introduced by the oil passage 36 and a second hydraulic chamber at the back of the second piston 32f in which the fastening pressure is introduced through the oil passage 37. 32 ₂ and these hydraulic chambers 3
When the same fastening pressure is introduced into 2 ₁ and 32 ₂ , a larger fastening force is obtained when it is introduced into the first hydraulic chamber 32 ₁ than when it is introduced into the second hydraulic chamber 32 _2. It has become.

In the deceleration brake 34, a plurality of friction plates 34a and 34b on the driving side and the driven side are alternately arranged between the drum member 32b of the direct coupling clutch 32 and the transmission case 3, and a return spring is provided. A piston 34d that fastens these friction plates 34a and 34b against 34c is provided, and at the back of the piston 34d, a first hydraulic chamber 34 ₁ on the inner peripheral side with a large pressure receiving area and an outer peripheral side with a small pressure receiving area are provided. The second hydraulic chamber 34 ₂ and the second hydraulic chamber 34 ₂ are concentrically provided. When the same fastening pressure is introduced into these hydraulic chambers 34 ₁ and 34 ₂ , the case where the fastening pressure is introduced into the first hydraulic chamber 34 ₁ is introduced into the second hydraulic chamber 34 ₂ . In this case, a larger fastening force can be obtained.

Next, a hydraulic circuit for forming a shift stage according to the operating condition or the driver's request by selectively engaging each clutch and brake according to Table 1 will be described.

As shown in FIG. 3, in the hydraulic circuit 40, first, the regulator valve 4 for adjusting the pressure of the hydraulic oil discharged from the oil pump 4 to a predetermined line pressure.
1, a line pressure adjusted by the regulator valve 41 is operated by a main line 42 by a driver, and a first to third reducing valves for generating various control source pressures. 44,
45, 46 and so on.

These reducing valves 44 to 46
Of these, the control source pressure reduced to a constant pressure by the first reducing valve 44 is supplied to the modulator valve 48 via the line 47. Then, the control pressure adjusted by the duty solenoid valve 49 is supplied to the control port 48a of the modulator valve 48, and the duty solenoid valve 4
A modulator pressure is generated from the control source pressure according to a duty ratio of 9 (ratio of ON time in one ON / OFF cycle), and this modulator pressure is also applied to a first pressure increase of the regulator valve 41 via a line 50. Port 4
1a, whereby the line pressure is increased according to the duty ratio. In this case, the duty ratio is set according to, for example, the throttle opening degree of the engine, so that the line pressure is adjusted to a value according to the throttle opening degree. The line 50 supplied to the first pressure increasing port 41 a of the first pressure increasing port 41 has a first accumulator 51 for suppressing the pulsation of hydraulic pressure caused by the periodic ON / OFF operation of the duty solenoid valve 49.
Is installed.

The manual valve 43 has D,
3, 2, 1 forward range, R (reverse) range, N
It is possible to set a (neutral) range and a P (parking) range. In the forward range, the main line 42 is connected to the forward line 52, and in the R range, it is connected to the backward line 53.

The advancing line 52 is guided to the advancing clutch 23 through the orifice 54 whose throttle amount is different between when the hydraulic oil is supplied and when the hydraulic oil is discharged.
In each of the forward ranges of 3, 2, and 1, the forward clutch 23 is always engaged. In this case, the forward line 52 is provided with a second accumulator 55 for reducing a shock when supplying the fastening pressure to the forward clutch 23, and the accumulator 55 is connected to the accumulator 55 from the main line 42 through the line 56. Back pressure is supplied.

The reverse line 53 is used for the auxiliary transmission 3
0, the deceleration brake 34 is directly guided to the first hydraulic chamber 34 ₁ having a large pressure receiving area, and therefore, in the R range, the line pressure introduced into the first hydraulic chamber 34 ₁ causes the deceleration brake 34 to be strongly engaged. It will be concluded by force. In addition, a line 57 leading from the backward line 53 to the second pressure increasing port 41b of the regulator valve 41.
Is branched and the adjustment value of the line pressure is increased in the R range.

On the other hand, from the main line 42, the forward line 52, and the reverse line 53, the first, second, and third shift valves 61, 62, 6 for shifting in the main transmission 20 are provided.
3, and line pressures are supplied to the fourth and fifth shift valves 64 and 65 for shifting in the auxiliary transmission 30.

Each of the shift valves 61 to 65 is provided with control ports 61a to 65a at one end, and the control source pressure line 66 led from the second reducing valve 45 is the first for the main transmission. 1st-3rd shift valve 61
The control source pressure line 67 led from the third reducing valve 46 is connected to each of the control ports 61a to 63a of the first to sixth control ports 63a to 63a, and the fourth and fifth shift valves 64 and 65 for the auxiliary transmission.
Of the control ports 64a and 65a.

On the control source pressure lines 66 and 67, first to fifth ON-OFF solenoid valves 71 to 75 are installed corresponding to the first to fifth shift valves 61 to 65. These ON-OFF solenoid valves 71 to
When the valve 75 is turned on, the control valves 61a to 65a of the shift valves 61 to 65 are drained. Therefore, the spools of the shift valves 61 to 65 have corresponding ON-OFF solenoid valves 71 to 75.
When is ON, it is located on the left side in the drawing, and when it is OFF, it is located on the right side.

Then, these solenoid valves 71 to
ON / OFF combination of 75, that is, each shift valve 61
Lines leading to the respective clutches and brakes are selectively communicated from the main line 42, the forward line 52 or the reverse line 53 depending on the combination of the spool positions of ~ 65, and thereby each line according to the point shown in Table 1 above. The clutch and brake are engaged, and the first to fifth speeds and the reverse speed are obtained. In that case, the engagement pressure supplied to each clutch and brake is controlled to an appropriate value as follows.

That is, for the direct coupling clutch 24, the coast brake 29, the low reverse brake 26 and the 3-4 brake 28 in the main transmission 20, the control valve 76 for reducing the line pressure to adjust it to a predetermined engagement pressure, 77, 78, 79, of which control valves 77, 7 for coast brake, low reverse brake, and 3-4 brake are provided.
For 8, 79, control ports 77a, 78a, 79
The control pressure adjusted by the first linear solenoid valve 80 is supplied to a via a line 81, and the fastening pressure is controlled in accordance with the control pressure.

Further, in the control port 76a of the direct coupling clutch control valve 76, the fastening pressure itself supplied to the direct coupling clutch 24 by the line 82 is passed through a line 85 provided with a one-way orifice 83 and a third accumulator 84. It is supplied as a control pressure, and the rise of the fastening pressure is controlled by the operation of the accumulator 84.

The above first linear solenoid valve 8
0 indicates the line 4 from the first reducing valve 44.
The control source pressure supplied via 7 is adjusted according to the control signal from the controller (see FIG. 4), and the control pressure according to the gear stage and the operating state at that time is generated. Further, the control valve 76 for the direct coupling clutch
And the above-mentioned low reverse brake control valve 7
The ports 76b and 78b provided at one end of the line 8 are provided with a pressure regulating operation inhibiting line 8 branched from the retreat line 53.
6 are each connected, and in the R range, these ports 7
A line pressure is supplied to 6b and 78b, and the spool is fixed to the left position in the drawing, whereby the control valve 7 for the direct coupling clutch and the low reverse brake 7
The pressure adjusting operation of 6,78 is blocked. Further, when the fastening pressure is supplied to the coast brake 29, the fastening pressure is supplied to the port 79b at one end of the 3-4 brake control valve 79 via the line 87 to adjust the control valve 79. The pressure action is restricted.

Also, the first linear solenoid valve 8
The control pressure generated by 0 is supplied to the control port 8 of the accumulator control valve 88 via the line 81.
8a is also supplied. The control valve 88 adjusts the line pressure supplied from the main line 42 through the line 89 according to the control pressure from the first linear solenoid valve 80, and is used for the third accumulator 84 and the fourth accumulator 90. Back pressure of the two accumulators 8 via line 91
4, 90 back pressure ports 84a, 90a are supplied.

On the other hand, for controlling the engagement pressure in the auxiliary transmission 30, the engagement pressure supplied to the first hydraulic chamber 32 ₁ having a large pressure receiving area of the direct coupling clutch 32 and the second hydraulic chamber 32 ₂ having a small pressure receiving area is adjusted. A direct coupling clutch control valve 101, a deceleration brake control valve 102 that adjusts the engagement pressure supplied to the second hydraulic chamber 34 ₂ having a small pressure receiving area of the deceleration brake 34, and a second linear solenoid valve 103 are provided. ing. As described above, the line pressure is directly supplied from the manual valve 43 to the first hydraulic chamber 34 ₁ having a large pressure receiving area of the deceleration brake 34 from the manual valve 43 through the reverse line 53 in the R range.

The second linear solenoid valve 103
Is supplied from the main line 42 as a control source pressure, which is adjusted according to a control signal from the controller, and then decelerated from the line 104 and the fifth shift valve 65 via the line 105 or the line 106. Control port 102 of the brake control valve 102
a, or the first hydraulic chamber 3 of the direct coupling clutch 32.
The hydraulic pressure of the hydraulic chamber 32 ₁ is adjusted by communicating with 2 ₁ . The deceleration brake control valve 102 is
While the control pressure generated by the second linear solenoid valve 103 as described above is being supplied to the control port 102a, the main line 42 to the line 107, the fourth shift valve 64, the line 108, and the fifth shift valve 65.
The line pressure supplied via the line 109 is adjusted according to the control pressure, and the line pressure is supplied to the second hydraulic chamber 34 ₂ of the deceleration brake 34 via the line 110.

On the other hand, for the direct coupling clutch control valve 101, the main line 42 to the line 107, the fourth line
Line pressure is supplied through the shift valve 64 and the line 111, and after adjusting this, the one-way orifice 1
12, the line 113 and the fifth shift valve 65 are selectively supplied to the first hydraulic chamber 32 ₁ or the second hydraulic chamber 32 ₂ of the direct coupling clutch 32 via the line 106 or the line 114.

At the control port 101a of the direct coupling clutch control valve 101, the fastening pressure itself supplied to the first hydraulic chamber 32 ₁ or the second hydraulic chamber 32 ₂ of the direct coupling clutch 32 is supplied to the one-way orifice 115 and the first hydraulic chamber. 5 Line 117 with accumulator 116
Is supplied as a control pressure via the valve, and thus the fastening pressure rises after a constant shelf pressure state due to the operation of the fifth accumulator 116. The back pressure port 11 of this accumulator 116
Back pressure is supplied to 6a from the main line 42 through a line 118.

In the hydraulic circuit 40 having the above configuration, the first to fifth ON-OFF solenoid valves 71 to 7
The combination pattern of ON and OFF of No. 5 is as shown in Table 2, and thereby the forward 1-5th speed and the reverse speed can be obtained. Here, in Table 2, (1),
(2) shows the first speed and the second speed in the engine braking range.

[0055]

[Table 2] Next, referring to Table 2, the relationship between the ON / OFF combinations of the ON-OFF solenoid valves 71 to 75 and the shift speed will be specifically described.

First, at the first speed in which the engine brake, which is adopted in the D range or the like, does not operate, the first to third ON-OFF solenoid valves 71 to 73 on the main transmission 20 side become O.
In the N, OFF, and OFF states, the spools of the first to third shift valves 61 to 63 are located on the left side, the right side, and the right side, respectively. In this state, the line 121 branched from the forward line 52 communicates with the line 122 via the first shift valve 61, and further the second shift valve 62.
Through the line 123.
Is shut off by the third shift valve 63. Similarly, the other line 124 branched from the forward line 52 is blocked by the second shift valve 62, and the line 125 branched from the main line 42 is blocked by the first shift valve 61. Therefore, in this case, as described above, only the forward clutch 23, which is always engaged in the forward range, is engaged, and the low speed stage in which the engine brake does not operate in the main transmission 20 is obtained.

In the sub transmission 30, the fourth,
5th ON-OFF solenoid valves 74 and 75 are both O
In the FF state, the fourth and fifth shift valves 64, 6
Since the spools of No. 5 are both located on the right side, the main line 42 communicates with the line 108 via the line 107 and the fourth shift valve 64, and further the deceleration brake control valve 10 via the fifth shift valve 65.
The line pressure is supplied to the control valve 102 by communicating with the line 109 extending to 2. At this time, the control pressure generated by the second linear solenoid valve 103 is supplied to the control port 102a of the deceleration brake control valve 102 via the line 104, the fifth shift valve 65, and the line 105, so that the line pressure is increased. Is adjusted according to the control pressure to obtain a predetermined fastening pressure,
Second hydraulic chamber 3 of deceleration brake 34 via line 110
4 ₂ and the deceleration brake 34 is engaged.

Further, the direct coupling clutch 32 has one hydraulic chamber 32.
₁ is line 106, fifth shift valve 65, line 11
3, the direct coupling clutch control valve 101 and the line 111 to communicate with the drain port of the fourth shift valve 64, and the second hydraulic chamber 32 ₂ to the drain port of the fifth shift valve 65 via the line 114. It is in a released state by communicating. As a result, the shift stage of the auxiliary transmission 30 becomes a low speed stage where the engine brake operates, and the automatic transmission as a whole becomes the first speed where the engine brake does not operate.

In the first speed in which the engine brake employed in the first range, the second range, etc. operates, the third solenoid valve 73 in the main transmission 20 is turned on in the first speed in which the engine brake is not operated. With this,
The spool of the third shift valve 63 is located on the left side. Therefore, in this case, the forward line 52 is the branch line 121, the first shift valve 61, the line 12
The line pressure is supplied to the control valve 78 by communicating with the line 126 leading to the low reverse brake control valve 78 via the second and second shift valves 62, the line 123, and the third shift valve 63.

The line pressure supplied to the control valve 78 is the first linear solenoid valve 80.
Is adjusted to a fastening pressure according to the control pressure supplied to the control port 78a via the line 81 from the line 1
It is supplied to the low reverse brake 29 via 27.
As a result, in addition to the forward clutch 23, the low reverse brake 29 is engaged, and the low speed stage in which the engine brake operates in the main transmission 20 is obtained.
Then, in the auxiliary transmission 30, the deceleration brake 34 is engaged as in the case of the above-described first speed in which the engine brake is not operated, so that the automatic transmission as a whole can obtain the first speed in which the engine brake is operated.

Next, in the engine brake non-operating second speed adopted in the D range and the like, and in the engine brake operating second speed adopted in the first range and the second range, etc., the above engine brake non-operating first speed and Engine brake operation 1
Only the shift speed of the auxiliary transmission 30 changes with respect to the speed state.

That is, the fourth ON- in the auxiliary transmission 30
The OFF solenoid valve 74 is turned ON, and accordingly, the spool of the fourth shift valve 64 is positioned on the left side.
Therefore, the line pressure supplied from the main line 42 to the fourth shift valve 64 via the line 107 is supplied from the fourth shift valve 64 to the direct coupling clutch control valve 101 via the line 111, and the control is performed. The rising of the valve 101 is adjusted, and then the first hydraulic chamber 32 of the direct coupling clutch 32 is passed through the line 113, the fifth shift valve 65, and the line 106.
_Will be supplied to ₁ . As a result, the auxiliary transmission 30
As a result, the gear shift stage becomes a high speed stage, and as a result, the automatic transmission as a whole can obtain the second speed in which the engine brake does not operate or the second speed in which the engine brake operates.

Further, in the third speed, in the main transmission 20, the first to third ON-OFF solenoid valves 71 to 7 are provided.
3 is OFF, ON, ON, and the spools of the first to third shift valves 61 to 63 are connected to the right side, the left side,
It will be located on the left side. In this case, first, one branch line 121 from the forward line 52 communicates with the line 128 via the first shift valve 61, and further the line 129 leading to the coast brake control valve 77 via the third shift valve 63. Communicate with. Therefore, the line pressure is supplied to the control valve 77, which is adjusted to a predetermined fastening pressure in accordance with the control pressure supplied from the first linear solenoid valve 80 through the line 81, and then, through the line 130. The coast brake 29 is supplied to the coast brake 29.
Is concluded.

Further, the other branch line 124 from the forward line 52 communicates with the line 131 leading to the 3-4 brake control valve 79 via the second shift valve 62 and supplies the line pressure to the control valve 79. .. A control pressure is supplied to the control valve 79 from the first linear solenoid valve 80 via a line 81, and a fastening pressure supplied to the coast brake 29 is supplied as a control pressure via a line 87. The engagement pressure adjusted according to these control pressures is supplied to the 3-4 brake 28 via the line 132.

As a result, in the main transmission 20, the 3-4 brake 28 is engaged in addition to the forward clutch 23,
In addition, by engaging the coast brake 29 as well, the medium speed stage in which the engine brake operates can be obtained.

On the other hand, in the auxiliary transmission 30, both the fourth and fifth ON-OFF solenoid valves 74 and 75 are OF.
In the state of F, as in the case of the above-described first speed, the shift speed is set to the low speed in which the engine brake operates. Therefore, as a whole of the automatic transmission, the third speed that has the predetermined reduction ratio and the engine brake is activated can be obtained.

In the 4th speed, the 4th and 5th ON-OFF solenoid valves 74 and 75 in the auxiliary transmission 30 are both turned ON from the state of the 3rd speed, and the 4th and 5th shift valves 64 and 65 are turned on. The spool is located on the left side, so that, as in the case of the above-described second speed, first, the line pressure is changed from the main line 42 through the line 107, the fourth shift valve 64, and the line 111 to the control valve 101 for the direct coupling clutch. Is supplied to the control valve 1
The start-up is adjusted at 01, and the predetermined tightening pressure is reached.
From the line 113 and the fifth shift valve 65, this time via the line 114, the second hydraulic chamber 32 of the direct coupling clutch 32.
₂ will be supplied. As a result, the direct coupling clutch 3
2 is engaged and the shift stage of the auxiliary transmission 30 becomes the high shift stage.
Then, since the main transmission 20 is set to the medium speed as in the case of the above-described third speed, the speed of the automatic transmission as a whole becomes the fourth speed.

Further, in the fifth speed, the first to third ON-OFF solenoid valves 71 to 71 in the main transmission 20 are arranged.
73 is turned OFF, ON, and OFF, and the spools of the first to third shift valves 61 to 63 are located on the right side, the left side, and the right side. Therefore, the line 125 branched from the main line 42 passes through the first shift valve 61 and the line 13
3 and also to the line 134 communicating with the direct coupling clutch control valve 76 via the third shift valve 63, and therefore the line pressure is supplied to the control valve 76. And
The engagement pressure adjusted by the control valve 76 is supplied to the direct coupling clutch 24 through the line 82 to engage the clutch 24. As a result, the main transmission 20
In, the forward clutch 23 and the direct coupling clutch 24 are engaged, and the shift speed becomes the high speed speed. When the direct coupling clutch 24 is engaged, the engagement pressure is supplied through a constant shelf pressure state by the action of the third accumulator 84.

On the other hand, the auxiliary transmission 30 has the fourth and fifth ON-OFF solenoid valves 7 as in the case of the above-described fourth speed.
Since both gears 4 and 75 are in the ON state and the gear stage is set to the high gear stage, as a result, the automatic transmission as a whole can obtain the fifth gear.

Further, at the reverse speed when the manual valve 43 is operated to the R range, the reverse line 53 is communicated with the main line 42 via the manual valve 43, and the first to third ON-OFF solenoid valves are connected. 71 to 73 are in the OFF, OFF, and OFF states, and the spools of the first to third shift valves 61 to 63 are all located on the right side.

Therefore, first, the line 125 branched from the main line 42, as in the case of the above-described fifth speed,
A line 134 communicating with the line 133 via the first shift valve 61 and further communicating with the direct coupling clutch control valve 76 via the third shift valve 63.
Therefore, the line pressure is supplied to the control valve 76. In this case, a line pressure is supplied to the port 76b at one end of the control valve 76 from the retreat line 53 through the line 86, and the spool of the control valve 76 is fixed to the left side in the drawing, The line pressure supplied from the line 134 is directly supplied to the direct coupling clutch 24 via the line 82 without being reduced in pressure, and the direct coupling clutch 24 is fastened at a high fastening pressure.

Further, the retreat line 53 has an orifice 135 in which the throttle amount differs depending on the supply direction and discharge direction of the hydraulic oil.
The low reverse brake control valve 78 communicates with the control valve 78 through the line 136 having the above, the third shift valve 63, and the above-mentioned line 126, and the control valve 78 is the same as in the case of the first speed of the engine braking operation.
Supply line pressure to. In this case, the port 78b at one end of the control valve 78 has the retreat line 53
The spool of the control valve 78 is fixed to the left side in the drawing by introducing the line pressure by the line 86 branched from the line. Therefore, the above line 12
The line pressure supplied by 6 is directly supplied to the low reverse brake 26 without being adjusted by the control valve 78.
6 will be fastened with a high fastening pressure.

As a result, in the main transmission 20, the direct coupling clutch 24 and the low reverse brake 26 are engaged, and the reverse speed is obtained. Then, in the auxiliary transmission 30, the fourth and fifth ON-OFF solenoid valves 74, 7 are provided.
Since both 5 are OFF, the gear stage is set to the low speed stage where the engine brake operates, and a reverse speed with a large reduction ratio can be obtained.

When the fastening pressure is supplied to the low reverse brake 26, hydraulic fluid is introduced from the line 136 to the fourth accumulator 90 via the line 137 so that the fastening pressure is maintained at a predetermined level. It will gradually rise after passing the shelf pressure.

In addition to the above configuration, the hydraulic circuit 40 includes a lockup clutch 1 in the torque converter 10.
7, lock-up first and second shift valves 141 and 142, a lock-up control valve 143, a lock-up control ON-OFF solenoid valve 144, and a duty solenoid valve 145.
Is provided, and engagement control and release control of the lock-up clutch 17 and slip control for slipping the clutch 17 are performed.

Then, the duty solenoid valve 49 for adjusting the line pressure and the first to fifth ON-OFF solenoid valves 71 to 7 for shifting which are provided in the hydraulic circuit 40 are provided.
5, first and second linear solenoid valves 80 and 103 for adjusting engagement pressure, ON-OFF solenoid valve 144 for lock-up control, and duty solenoid valve 1
45 is controlled by a control signal from the controller 160, as shown in FIG. The controller 160 includes a signal from a sensor 161 for detecting a vehicle speed, a signal from a sensor 162 for detecting an engine throttle opening, and a sensor 163 for detecting a shift position (range) selected by the driver. Signals and the like are input, and each of the solenoid valves is controlled in accordance with the operating state indicated by these signals and the driver's request.

Further, the controller 160 is provided with a first rotation sensor 1 for detecting the rotation speed of the main transmission 20 on the input side.
64, a second rotation sensor 165 that detects the number of rotations of the output side of the main transmission 20 (the input side of the sub transmission 30), and a third rotation sensor 1 that detects the number of rotations of the output side of the sub transmission 30.
66 is connected.

Although the automatic transmission according to the present embodiment has the above-described structure, as is clear from Table 1 above, when shifting from the third speed state to the second speed and from the second speed state to the third speed. At the time of gear shifting, the gear shifting operations in the main transmission 20 and the sub-transmission 30 are performed at the same time in the opposite directions.

In this embodiment, the throttle opening of the engine is set to the auxiliary transmission 30 at the time of the above gear shifting.
As a substitute characteristic of the driving state, the sub-transmission 30 performs different gear shift control as follows between a normal driving state in which the auxiliary transmission 30 is driven by the engine output and a reverse driving state in which the auxiliary transmission 30 is driven by the inertial force of the vehicle. ing.

First, the 2-3 shift control is executed as follows in accordance with the flowchart of FIG.

That is, the controller 160 reads various signals in step S1, determines whether the shift command is the 2-3 shift command in step S2, and if it is the 2-3 shift command, the process proceeds to step S3. Throttle opening θ
Is larger than the first judgment opening degree θ ₁ .

When it is determined that the throttle opening θ is larger than the first determination opening θ ₁ , that is, when the driving state of the auxiliary transmission 30 is the positive driving state, the routine proceeds to step S4. When it is determined that the throttle opening θ is in the reverse drive state smaller than the first determination opening θ ₁ while performing the predetermined schedule up control, the process proceeds to step S5 and the predetermined backout control is performed.

Specifically, the schedule up control is executed as follows according to the flowcharts of FIGS. 6 and 7.

That is, the controller 160 performs step S
11 is executed and the first hydraulic pressure P ₁ on the main transmission side controlled by the first linear solenoid valve 80 is set to 3-4.
After setting the engagement pressure P (B ₃₄ ) at the time of shifting for the brake,
In step S12, the first to fifth ON-OFF solenoid valves 71 to 75 are turned ON, ON, OFF, OFF, ON.
Set to the state of.

That is, in the main transmission 20, the first,
Since the spools of the second shift valves 61 and 62 are located on the left side and the spools of the third shift valve 63 are located on the right side, the line pressure of the forward line 52 causes the second shift valve 62 and the line 131 to move. Is supplied to the 3-4 brake control valve 79 via
The engagement pressure regulated by the first linear solenoid valve 80 to the first hydraulic pressure P ₁ is supplied to the 3-4 brake 28 via the line 132, thereby engaging the 3-4 brake 28. The operation starts.

On the other hand, in the sub transmission 30, as shown in FIG. 8, the spool of the fifth shift valve 65 is located on the left side, and the first hydraulic chamber 3 of the direct coupling clutch 32 is located.
2 ₁ communicates with the second linear solenoid valve 103 via the lines 106 and 104.

Then, the controller 160 proceeds to step S13 in the flowchart of FIG. 6 and, based on the signals from the first and second rotation sensors 164 and 165, advances the gear ratio of the main transmission 20 (hereinafter referred to as the first gear). The ratio of progress) R _M
And it is determined in step S14 whether or not the first gear ratio advancement R _M exceeds a predetermined auxiliary transmission control start determination value R _M0 , and when YES is determined, step S1
Go to 5 to start the timer. Here, the gear ratio advance is a value obtained by subtracting the gear ratio before shifting from the target gear ratio after shifting of the main transmission 20, for example, the value obtained by subtracting the gear ratio before shifting from the actual gear ratio during shifting. It is a numerical value obtained by dividing the calculated value as a percentage, and in this case, the gear ratio advance becomes 0% in the low speed stage before the start of the shift, and the gear ratio advance becomes 100% in the middle speed stage after the end of the shift. ..

Then, the controller 160 performs step S
Proceed to 16, this time the second linear solenoid valve 10
The direct connection clutch shifting pressure P (K _TK ) is set as the second hydraulic pressure P ₂ on the auxiliary transmission side controlled by 3 and the timer reaches the predetermined first set value T ₁ in step S17. If it is determined to be YES, the process proceeds to step S18 of the flowchart of FIG. 7 and, based on the signals from the second and third rotation sensors 165 and 166, the gear ratio advance of the auxiliary transmission (hereinafter , Second gear ratio advancement) R _S , then in step S19 the first gear ratio advancement R _M is calculated, and in step S20 the first gear ratio advancement R _M is determined to be a predetermined auxiliary transmission control end determination. The value R _M1 (eg 9
7%). If the first gear ratio advancement R _M is not larger than the auxiliary transmission control end determination value R _M1 , the controller 160 proceeds to step S21.
Next, the target gear ratio advancement R _ST of the auxiliary transmission 30 is set based on the actual first gear ratio advancement R _M , and then step S2 is performed.
In step 2, it is determined whether the deviation of the second gear ratio advancement R _S with respect to the target gear ratio advancement R _ST is larger than a predetermined value α, and if NO is determined, the process proceeds to step S23 so that the above deviation is eliminated. The feedback pressure P _FB is added to the gearshift engagement pressure P (K _TK ) for the direct coupling clutch, and when YES is determined, the above step S23 is skipped and step S1
While executing the loop processing of 8 to S23, when the first gear ratio advancement G _M becomes larger than the auxiliary transmission control end determination value R _M1 , the loop processing is exited and step S
24 to the first to fifth ON-OFF solenoid valves 71 to
Set 75 to the ON, ON, OFF, OFF, OFF state. As a result, the spool of the fifth shift valve 65 in the auxiliary transmission 30 moves to the right from the state shown in FIG. 8, and the fifth shift valve passes through the line 107, the fourth shift valve 64, and the line 108. 6
The line pressure supplied to No. 5 is supplied as a fastening pressure to the second hydraulic chamber 34 ₂ of the deceleration brake 34 via the line 109, the deceleration brake control valve 109 and the line 110.

Then, the controller 160 calculates the first gear ratio advancement R _M again, and when the first gear ratio advancement R _M reaches a predetermined main transmission shift end determination value R _M2 (for example, 100%). First to fifth ON-OFF solenoid valves 71
To 75 are set to OFF, ON, ON, OFF, and OFF states (steps S25 to S27).

That is, in the main transmission 20,
Since the spools of the third shift valves 61 to 63 are located on the right side, the left side, and the left side, respectively, the line pressure of the forward line 52 is changed to the line 121 and the first shift valve 6.
1, line 128, second shift valve 63 and line 1
Control valve 7 for coast brake via 29
7 is supplied to the first linear solenoid valve 80.
Is adjusted to a predetermined fastening pressure according to the control pressure supplied from the line 81 to the coast brake 29 via the line 130.

If this series of operations is shown over time, it follows the time chart of FIG.

That is, when the 2-3 shift command for increasing the vehicle speed is output, the 3-4 brake 28 of the main transmission 20 is output.
When the engagement operation is started, the turbine speed decreases as the gear ratio of the main transmission 20 decreases.
Then, at the time t ₁ when the reduction of the gear ratio of the main transmission 20 progresses and the first gear ratio advancement R _M exceeds the sub transmission control start determination value R _M0 , the direct coupling clutch 32 of the sub transmission 30 is disengaged. The fastening pressure of the second hydraulic chamber 32 ₂ is reduced to the shelf pressure state, and then at the time t ₂ when the first set time T ₁ has passed, the second
Direct connection clutch 32 by linear solenoid valve 103
The feedback of the fastening pressure is started. This allows
As the gear ratio of the main transmission 20 decreases, the gear ratio of the auxiliary transmission 30 increases in the opposite direction. During this period, the third one-way clutch 33 is locked and the low speed stage is achieved.

At time t ₃ when the gear ratio of the main transmission 30 further decreases and the first gear ratio advancement R _M exceeds the auxiliary transmission control end determination value R _M1 , feedback control of the engagement pressure of the direct coupling clutch 32 is performed. At the same time, the supply of the fastening pressure to the second hydraulic chamber 34 ₂ of the deceleration brake 34 is started at the same time. Then, at the time point t ₄ when the first gear ratio advancement R _M reaches the main transmission shift end determination value R _M2 , the supply of the engagement pressure to the coast brake 29 is started.

As described above, at the time of the 2-3 gear shift in the normal drive state, the engagement force of the direct coupling clutch 32, which is directly involved in the switching of the shift stage of the auxiliary transmission 30, causes the reduction of the gear ratio of the main transmission 20. Accordingly, feedback control is performed so that the gear ratio of the auxiliary transmission 30 increases, so that gear shift shock is effectively prevented.

On the other hand, the backout control is specifically executed as follows according to the flowcharts of FIGS.

That is, the controller 160 executes the step S
31 is executed to set the coast brake shifting engagement pressure P (B _KO ) as the first hydraulic pressure P ₁ on the main transmission side controlled by the first linear solenoid valve 80. ~ The fifth ON-OFF solenoid valves 71 to 75 are set to OFF, OFF, ON, ON, O.
Set to FF state.

That is, in the main transmission 20,
Since the spools of the third shift valves 61 to 63 are located on the right side, the right side, and the left side, respectively, the line pressure of the forward line 52 is changed to the line 121, the first shift valve 6
1, line 128, third shift valve 63 and line 1
Control valve 7 for coast brake via 29
7 is supplied to the first linear solenoid valve 80.
Is adjusted to a predetermined engagement pressure in accordance with the control pressure supplied from the line 81, and then supplied to the coast brake 29 via the line 130, whereby the engagement operation of the coast brake 29 is started. ..

Then, the controller 160 proceeds to step S33 of the flowchart of FIG.
The first gear ratio advancement R _M is calculated based on the signals from the rotation sensors 164 and 165, and at the step S34, the first gear ratio advancement R _M is the predetermined auxiliary transmission control start determination value R.
_It is determined whether or not _M0 is exceeded, and if YES is determined, the process proceeds to step S15 to turn the first to fifth ON-OFF solenoid valves 71 to 75 OFF, OFF, ON, OF.
Set to F, OFF state.

That is, in the auxiliary transmission 30, as shown in FIG.
As shown in FIG. 5, the spools of the fourth and fifth shift valves 64 and 65 are located on the right side, respectively, and the first hydraulic chamber 32 ₁ of the direct coupling clutch 32 is connected to the line 106,
The line 113, the one-way orifice 112, the direct coupling clutch control valve 101, and the line 111 communicate with the drain port 64b of the fourth shift valve 64, and the second hydraulic chamber 32 ₂ of the deceleration brake 34 is connected to the line 110 and the line 109. The line 108, the fourth shift valve 64, and the line 107 communicate with the main line 42.

Then, the controller 160 proceeds to step S
Go to step 36 to start the timer and step S
At 37, the second transmission hydraulic pressure P ₂ controlled by the second linear solenoid valve 103 is set to the deceleration braking shift engagement pressure P (B _GB ) as the second hydraulic pressure P ₂ , and at step S38 the timer is set to a predetermined value. It is determined whether or not the first set value T ₁ has been reached, and when YES is determined, as shown in FIG.
The process proceeds to step S39 in the flowchart of No. 1 to calculate the second gear ratio advance R _S based on the signals from the second and third rotation sensors 165 and 166, and then step S40.
The first gear ratio advancement R _M is calculated in step S41, and the first gear ratio advancement R _M is set to the predetermined auxiliary transmission control end determination value R _{M1 in} step S41.
Is greater than. Then, if the first gear ratio advancement R _M is not larger than the auxiliary transmission control end determination value R _M1 , the controller 160 proceeds to step S42 and based on the actual first gear ratio advancement R _M , the auxiliary transmission 30. The target gear ratio advancement R _ST is set, and then it is determined in step S43 whether the deviation of the second gear ratio advancement R _{S from} the target gear ratio advancement R _ST is larger than a predetermined value α, and it is determined as NO. If so, the process proceeds to step S44 and the feedback pressure P _FB is added to the deceleration braking gear shifting engagement pressure P (B _GB ) so that the above deviation is eliminated, and if YES is determined, the step S44 is skipped and step S39 ~ S
While executing the loop processing of 40, the first gear ratio advancement R _M
Is greater than the auxiliary transmission control end determination value R _M1 , the loop processing is exited, the first gear ratio advancement R _M is calculated again, and the first gear ratio advancement R _M is predetermined. When the shift end determination value R _M2 is reached, the first to fifth ON-
Turn OFF solenoid valves 71-75 to OFF, ON,
Set to ON, OFF, OFF (step S
45-S47).

If this series of operations is shown over time, FIG.
According to the time chart of.

That is, 2-
When the 3-speed command is output, the engagement operation of the coast brake 29 of the main transmission 20 is started and the main transmission 2
The turbine speed decreases as the gear ratio of 0 decreases. Then, the reduction of the gear ratio of the main transmission 20 progresses, and the first gear ratio advancement R _M becomes the auxiliary transmission control start determination value R _M0.
At a time point t ₅ that exceeds the value, the engagement pressure of the first hydraulic chamber 34 ₁ of the deceleration brake 34 in the auxiliary transmission 30 is increased to the shelf pressure state, and the engagement pressure of the direct coupling clutch 32 is exhausted. .. After that, time t ₆ when the first set time T ₁ has elapsed
Then, the feedback of the engagement pressure of the deceleration brake 34 by the second linear solenoid valve 103 is started. As a result, the gear ratio of the auxiliary transmission 30 increases in the opposite direction as the reduction of the gear ratio of the main transmission 20 progresses.

At the time t ₇ when the reduction of the gear ratio of the main transmission 30 further progresses and the first gear ratio advancement R _M exceeds the auxiliary transmission control end determination value R _M1 , feedback control of the engagement pressure of the deceleration brake 34 is performed. Is stopped and a predetermined complete fastening pressure is supplied. Then, the first gear ratio progress R _M is at t ₈ now has reached the main transmission gear shifting completion determination value R _M2, the third speed state supply of the engagement pressure is initiated for 3-4 brake 28.

As described above, at the time of 2-3 gear shift in the reverse drive state, the engagement force of the deceleration brake 34 in parallel with the third one-way clutch 33 in the idling state corresponds to the progress of the reduction of the gear ratio of the main transmission 20. Since the feedback control is performed so that the gear ratio of the sub transmission 30 is increased, the gear shifting operation is completed in a short time, and the shock when the deceleration brake 34 is engaged is reduced.

At this time, the line 1 provided between the fifth shift valve 65 and the second linear solenoid valve 103.
04 by switching the fifth shift valve 65 to the first hydraulic chamber 32 ₁ of the direct coupling clutch 32 and the second hydraulic chamber of the deceleration brake 34.
Since it is selectively communicated with the hydraulic chamber 34 ₂ , the structure of the hydraulic circuit is simplified.

Next, the 3-2 shift control is executed as follows in accordance with the flowchart of FIG.

That is, the controller 160 reads various signals in step T1, determines whether or not the shift command is the 3-2 shift command in step T2, and when it is the 3-2 shift command, proceeds to step T3. Throttle opening θ
Is larger than the second judgment opening degree θ ₂ .

When it is determined that the throttle opening θ is larger than the second determination opening θ ₂ , that is, when the drive state of the auxiliary transmission 30 is the positive drive state, the routine proceeds to step T4. The predetermined torque demand control is executed, and the throttle opening θ is set to the second judgment opening θ.
When it is determined that the reverse drive state is smaller than ₂ ,
In step T5, a predetermined manual down control is executed.

Specifically, the torque demand control is executed as follows according to the flowcharts of FIGS.

That is, the controller 160 executes the step T
11, the throttle change rate δθ calculated based on the signal from the throttle opening sensor 162 is a predetermined value β.
If the throttle change rate is smaller than the predetermined value β, step T1 is performed.
Proceed to 2 and the first to fifth ON-OFF solenoid valves 7
1 to 75 are set to ON, ON, ON, OFF, ON states.

That is, in the main transmission 20,
The respective spools of the third shift valves 61 to 63 are positioned on the left side, respectively, and the releasing operation of the engagement pressure of the coast brake 29 is started.

On the other hand, in the sub transmission 30, the above-mentioned FIG.
As shown in FIG. 5, the spool of the fifth shift valve 65 is located on the left side, and the first hydraulic chamber 32 ₁ of the direct coupling clutch 32 communicates with the second linear solenoid valve 103 via the line 106 and the line 104. It will be.

Next, in step T13, the controller 160 sets the 3-4 brake gear shifting engagement pressure P (B ₃₄ ) as the first hydraulic pressure P ₁ on the main transmission side controlled by the first linear solenoid valve 80. , Step T
At 14, a predetermined value δP ₀ is set as the pressure reduction rate δP.

Then, the controller 160 proceeds to step T
After starting the timer at 15, step T16 is executed to set the direct coupling clutch shifting pressure P (K _TK ) as the second hydraulic pressure P ₂ on the auxiliary transmission side controlled by the second linear solenoid valve 103. At the same time as setting, it is determined in step T17 whether or not the timer has reached a predetermined first set value T ₁ , and when YES is determined, the process proceeds to step T18 in the flowchart of FIG. The second based on the signals from the three rotation sensors 165 and 166.
The gear ratio advancement R _S is calculated, and then in step T19, the first
The gear ratio advancement R _M is calculated, and it is determined in step T20 whether the first gear ratio advancement R _M is larger than the auxiliary transmission control end determination value R _M1 . And the controller 160 is the first
If the gear ratio advancement R _M is not larger than the auxiliary transmission control end determination value R _M1 , the process proceeds to step T21 and the actual first
The target gear ratio advancement R _ST of the auxiliary transmission 30 is set based on the gear ratio advancement R _M , and then, in step T22, the deviation of the second gear ratio advancement R _{S from} the target gear ratio advancement R _ST is a predetermined value α.
If it is NO, the process proceeds to step T23, and the feedback pressure P _FB is added to the direct coupling clutch shifting pressure P (K _TK ) so that the above deviation is eliminated. When the determination is YES, the step T23 is skipped and the loop processing of steps T18 to T23 is executed, and when the first gear ratio advancement R _M becomes larger than the auxiliary transmission control end determination value R _M1. After exiting the loop processing, in step T24, the second
Set the maximum engagement pressure P _MAX as the hydraulic pressure P ₂ . Then, the controller 160 calculates the first gear ratio advancement R _M again, and when the first gear ratio advancement R _M reaches a predetermined main transmission gear shift end determination value R _M2 , the first to fifth ON-OFF solenoids. Turn valves 71-75 to ON, OFF, OFF,
Set to ON or OFF state (steps T25 to T
27).

That is, in the main transmission 20, the first to first
Since the spools of the third shift valves 61 to 63 are located on the left side, the right side, and the right side, respectively, the supply of the line pressure to the 3-4 brake control valve 79 is cut off, and the 3-4 brake 34 is operated. Will be released.

Further, in the sub transmission, the spools of the fourth and fifth shift valves 64 and 65 are arranged on the left side,
Since it is located on the right side, the line pressure of the main line 42 is supplied to the first hydraulic chamber 32 ₁ of the direct coupling clutch 32 via the line 107, the line 111, the line 113, and the line 106, and the second speed state is achieved. Becomes

If this series of operations is shown over time, FIG.
According to the time chart of.

That is, when the 3-2 shift command is output by gently depressing the accelerator pedal, the releasing operation of the 3-4 brake 28 and the coast brake 29 of the main transmission 20 is started, and the main shift is performed. The turbine rotation speed increases as the gear ratio of the machine 20 increases. At that time, the deceleration brake 34 is also released. Then, at time t ₉ when the first set time T ₁ has elapsed,
Feedback of the engagement pressure of the direct coupling clutch 32 by the second linear solenoid valve 103 is started. As a result, the gear ratio of the auxiliary transmission 30 is reduced corresponding to the progress of the increase of the gear ratio of the main transmission 20 in the opposite direction.

As the gear ratio of the main transmission 30 increases,
At time t ₁₀ when the gear ratio advancement R _M exceeds the auxiliary transmission control end determination value R _M1 , the feedback control of the engagement pressure of the direct coupling clutch 32 is stopped and the maximum engagement pressure is supplied, so that the direct coupling clutch 32 is released. Completely fastened.

Then, at the time point t ₁₁ when the first gear ratio advancement R _M reaches the main transmission gearshift end determination value R _M2 , 3 is reached.
The engagement pressure of the -4 brake 28 is completely drained, and the automatic transmission enters the second speed state.

As described above, even during the 3-2 gear shift in the normal drive state, the engagement force of the direct coupling clutch 32, which is directly involved in switching the shift stage of the auxiliary transmission 30, increases the gear ratio of the main transmission 20. Since the feedback control is performed so that the gear ratio of the auxiliary transmission 30 decreases in the opposite direction to the progress of, the shift shock is effectively prevented.

Here, the throttle change rate δθ is a predetermined value β
When the acceleration is larger than the above, the processes from step T28 onward in the flowchart of FIG. 7 are executed.

That is, the controller 160 executes the step T
After setting a predetermined line pressure at the time of shifting at 28, the first to fifth ON-OFF solenoid valves 71 are set at step T29.
Set ~ 75 to ON, OFF, OFF, ON, OFF state. In other words, 2 solenoid patterns at a time
Set it in a speed pattern.

[0124] Then, the controller 160 calculates a first gear ratio progress R _M, when the first gear ratio progress R _M is determined to have reached the predetermined main transmission gear shifting completion determination value R _M2 are This time, the second gear ratio advance R _S is calculated, and this second gear ratio advance R _S is the predetermined auxiliary transmission shift end determination value R _S0.
If it has reached, the shift control is terminated (step T30).
~ T33).

Therefore, during sudden acceleration, the gear shifting operation is performed according to the time chart of FIG.

That is, when the 2-3 gear shift command is output by the rapid depression of the accelerator pedal, the releasing operation of the 3-4 brake 28 and the coast brake 29 of the main transmission 20 is started, and the main gear shift is performed. The turbine rotation speed increases as the gear ratio of the machine 20 increases.

On the other hand, in the sub transmission 30, the deceleration brake 34 is released while the direct coupling clutch 32 is released.
Is gradually tightened by passing through a predetermined shelf pressure state.

Then, it is determined that the first gear ratio advancement R _M has reached the main transmission gearshift end determination value R _M2 and the second gear ratio advancement R _S has reached the auxiliary transmission gearshift end determination value R _S0. At time t ₁₁ , the shift control ends.

In this way, during the 3-2 shift due to the rapid acceleration, the feedback control of the auxiliary transmission 30 is not performed, so that the shift operation is completed in a short time and good acceleration performance can be obtained.

On the other hand, specifically, the manual down control is executed as follows according to the flowcharts of FIGS. 20 and 21.

That is, the controller 160 executes the step T
41 is executed to set the low reverse brake gear shifting engagement pressure P (B _LR ) as the first hydraulic pressure P ₁ on the main transmission side controlled by the first linear solenoid valve 80, and then at step 42 The first to fifth ON-OFF solenoid valves 71 to 75 are set to ON, OFF, ON, OFF,
Set to the OFF state.

That is, in the main transmission 20,
Since the spools of the third shift valves 61 to 63 are located on the left side, the right side, and the left side, respectively, the line pressure of the forward line 52 is changed to the line 121 and the first shift valve 6.
1, line 122, second shift valve 62, line 12
It is supplied to the low reverse brake control valve 78 via the third and third shift valves 63, and this is supplied to the first
The low reverse brake 26 is supplied to the low reverse brake 26 via the line 127 after being adjusted to a predetermined engagement pressure according to the control pressure supplied from the linear solenoid valve 80 via the line 81. The fastening operation of starts.

Then, the controller 160 is shown in FIG.
Proceed to Step T43 of the flow chart to execute the first and second
Based on the signals from the rotation sensors 164 and 165, the first gear
YA ratio R_MThen, in step T44, the above-mentioned
1 Gear ratio advance R_MIs a predetermined auxiliary transmission control start determination value R_M0
If it is YES, the
While proceeding to step T45 to start the timer,
At step T46, this time the second linear solenoid valve 10
Second hydraulic pressure P on the side of the auxiliary transmission controlled by 3₂As
Fastening pressure P (B_GB) And set
At step T47, the timer is set to a predetermined second set value T₂To
It is determined whether it has been reached. When it is determined to be YES, FIG.
1 to the step T48 of the flowchart,
2, based on signals from the third rotation sensor 165, 166
2nd gear ratio advance R_SIs calculated, and then step T49
And the first gear ratio advance R_MIs calculated, and in step T50
1 Gear ratio advance R_MIs a predetermined auxiliary transmission control end determination value R_M1
Is greater than. And the controller
160 is the first gear ratio advance R_MIs the above-mentioned auxiliary transmission control end judgment
Fixed value R_M1If not larger, go to step T51
And the actual first gear ratio advance R_MOf the auxiliary transmission 30 based on
Target gear ratio advance R_STSet, and then at step T52
Standard gear ratio R_STSecond gear ratio advance R to_SDeviation of
It is judged whether it is larger than the predetermined value α, and it is judged as NO.
If so, proceed to step T53 to eliminate the above deviation
For deceleration braking during shifting P (B_GB) Feed
Back pressure P _FBIs added, and if YES is determined,
Skip the above step T53 and steps T48 to T
The loop process of 53 is executed, and the first gear ratio advance R_M
Is the above-mentioned auxiliary transmission control end determination value R_M1Became bigger than
Sometimes the process exits from the above loop processing and step T54
The first to fifth ON-OFF solenoid valves 71 to 75
Set to ON, OFF, ON, ON, OFF
To do.

[0134] Then, the controller 160 calculates a first gear ratio progress R _M, the first gear ratio progress R _M is completed control when upon reaching the predetermined main transmission gear shifting completion determination value R _M2 ( Steps T55, T56).

If this series of operations is shown over time, FIG.
According to the time chart of.

In other words, 3-by the driver's shift operation
When the 2-speed command is output, the engagement operation of the low reverse brake 26 of the main transmission 20 is started, and at the same time, 3-
The 4 brake 28 and the coast brake 29 are released. As a result, the turbine speed increases as the gear ratio of the main transmission 20 increases. And
When the increase of the gear ratio of the main transmission 20 progresses and the first gear ratio progress R _M exceeds the auxiliary transmission control start determination value R _M0 , time t
_{At 13} , the engagement pressure of the first hydraulic chamber 34 ₁ of the deceleration brake 34 in the auxiliary transmission 30 is increased to the shelf pressure state. After that, at time t ₁₄ when the second set time T ₂ has elapsed,
Feedback of the engagement pressure of the deceleration brake 34 by the second linear solenoid valve 103 is started. As a result, the gear ratio of the auxiliary transmission 30 is reduced corresponding to the progress of the increase of the gear ratio of the main transmission 20 in the opposite direction.

At time t ₁₅ when the gear ratio of the main transmission 30 further increases and the first gear ratio advancement R _M exceeds the auxiliary transmission control end determination value R _M1 , feedback control of the engagement pressure of the deceleration brake 34 is performed. Is stopped and drained, and the supply of the fastening pressure applied to the direct coupling clutch 32 is started. And
At the time t ₁₆ when the first gear ratio advancement R _M reaches the main transmission shift end determination value R _M2 , the low reverse brake 2 is released.
The supply of the engagement pressure to 6 is started, and the automatic transmission as a whole is in the second speed state in which the engine brake operates.

As described above, even during the 3-2 shift in the reverse drive state, the engaging force of the deceleration brake 34 in parallel with the third one-way clutch 33 in the idling state causes the main transmission 2 to move.
Since the feedback control is performed so that the gear ratio of the auxiliary transmission 30 decreases in accordance with the increase in the gear ratio of 0, the gear shifting operation is completed in a short time and the deceleration brake 34 is engaged. The occurrence of shock due to will be avoided.

Of course, when the 3-2 shift is performed as the vehicle speed decreases, the same control as above may be performed.

[0140]

As described above, according to the present invention, during a gear shift in which the main transmission and the sub-transmission simultaneously perform the gear shifting operation, the first gear position is changed in the forward drive state of the sub-transmission.
The engaging force of the friction element, and the engaging force of the second friction element for engine braking in the reverse drive state in which the one-way clutch idles, respectively, correspond to the change in the gear ratio of the main transmission and the gear ratio of the auxiliary transmission. Since the feedback control is performed so as to change, the gear shift control is favorably performed without causing the gear shift shock in both the forward and reverse driving.

Further, according to the second aspect of the present invention, when the main transmission and the sub-transmission simultaneously perform the gear shifting operations in the opposite directions of the gear ratio changes, for example, it is suitable for increasing the gear ratio of the main transmission. Correspondingly, the gear ratio of the sub-transmission is reduced, so that gear shift shock is effectively reduced.

According to the third aspect of the invention, since the target value of the feedback control is the gear ratio advance of the auxiliary transmission corresponding to the gear ratio advance of the main transmission, the gear ratio of the auxiliary transmission is changed to the main transmission. The change in the gear ratio of the machine corresponds to the change with high accuracy, and the shift shock is further reduced.

Further, according to the fourth aspect of the invention, since the fastening force of the first and second friction elements is feedback-controlled by the common hydraulic pressure adjusting means, there is an advantage that the structure of the hydraulic circuit is simplified. is there.

[Brief description of drawings]

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

FIG. 2 is a cross-sectional view showing a structure of an auxiliary transmission in the same automatic transmission.

FIG. 3 is a circuit diagram showing a hydraulic circuit of the automatic transmission.

FIG. 4 is a control system diagram for each solenoid valve in the hydraulic circuit of FIG.

FIG. 5 is a flowchart showing a main routine of 2-3 shift control in the present embodiment.

FIG. 6 is a flowchart showing a part of schedule up control.

FIG. 7 is a flowchart showing a part of schedule up control.

FIG. 8 is a circuit diagram showing a state in a positive drive state of an auxiliary transmission control portion in the hydraulic circuit.

FIG. 9 is a time chart diagram showing an operation at the time of schedule up.

FIG. 10 is a flowchart showing a part of backout control.

FIG. 11 is a flowchart showing a part of backout control.

FIG. 12 is a circuit diagram showing a state in a reverse drive state of a sub transmission control portion in the hydraulic circuit.

FIG. 13 is a time chart showing the action at the time of backout.

FIG. 14 is a flowchart showing a main routine of 3-2 shift control in the present embodiment.

FIG. 15 is a flowchart showing a part of torque demand control.

FIG. 16 is a flowchart showing a part of torque demand control.

FIG. 17 is a flowchart showing a part of torque demand control.

FIG. 18 is a time chart diagram showing an action at the time of gentle acceleration.

FIG. 19 is a time chart diagram showing an action at the time of sudden acceleration.

FIG. 20 is a flowchart showing a part of manual down control.

FIG. 21 is a flowchart showing a part of manual down control.

FIG. 22 is a time chart showing an operation at the time of manual down.

[Explanation of symbols]

 20 main transmission 26 low reverse brake 28 3-4 brake 29 coast brake 30 auxiliary transmission 32 direct coupling clutch 34 deceleration brake 160 controller 162 throttle opening sensor 164 first rotation sensor 165 second rotation sensor 166 third rotation sensor

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Minoru Kuriyama 3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima Mazda Motor Corporation

Claims (4)

[Claims] 1. A main transmission and an auxiliary transmission, wherein the auxiliary transmission includes a one-way clutch that achieves a first speed, a first friction element that achieves a second speed, and the one-way clutch. A control device for an automatic transmission, in which a second friction element for engine braking is provided in parallel, wherein a drive state of the sub transmission during a gear shift operation in which a main transmission and a sub transmission simultaneously perform a shift operation. Is a positive drive state driven by the engine output, feedback control is performed on the engaging force of the first friction element so that the gear ratio of the auxiliary transmission changes in accordance with the change of the gear ratio of the main transmission, When the driving state is the reverse driving state, a control means is provided for feedback-controlling the engaging force of the second friction element so that the gear ratio of the auxiliary transmission changes in accordance with the change of the gear ratio of the main transmission. Characterized by being Control device for automatic transmission. 2. A main transmission and an auxiliary transmission, wherein the auxiliary transmission has a one-way clutch that achieves a first speed, a first friction element that achieves a second speed, and the one-way clutch. A control device for an automatic transmission, in which a second friction element for engine braking is provided in parallel, in the case of a gear shift in which a gear ratio change in the main transmission and an auxiliary transmission is performed in opposite directions at the same time. When the drive state of the sub transmission is a positive drive state in which the sub transmission is driven by the engine output, the gear ratio of the sub transmission is changed in the opposite direction in response to the change of the gear ratio of the main transmission. Feedback control of the engaging force of the first friction element, and when the drive state is the reverse drive state, the gear ratio of the auxiliary transmission changes in the reverse direction in response to the change of the gear ratio of the main transmission. 2 Feedback control of fastening force of friction element A control device for an automatic transmission, comprising: 3. The automatic shift according to claim 1, wherein the target value of the feedback control is a gear ratio advance of the auxiliary transmission corresponding to a gear ratio advance of the main transmission. Machine control equipment. 4. A main transmission and an auxiliary transmission, wherein the auxiliary transmission has a one-way clutch for achieving a first speed, a first friction element for achieving a second speed, and the one-way clutch. A control device for an automatic transmission, wherein a second friction element for engine braking is provided in parallel, wherein
The hydraulic circuit that controls the supply and discharge of the engagement pressure to and from the second friction element is provided with an electrically controlled hydraulic pressure adjusting means, and at the time of gear shifting in which the gear shifting operation is simultaneously performed by the main transmission and the auxiliary transmission. When the drive state of the sub transmission is a normal drive state in which the sub output transmission is driven by the engine output, the hydraulic pressure adjusting means is set so that the gear ratio of the sub transmission changes corresponding to the change of the gear ratio of the main transmission. The engaging force of the first friction element is feedback-controlled via the above, and when the drive state is the reverse drive state, the gear ratio of the auxiliary transmission changes in accordance with the change of the gear ratio of the main transmission. A control device for an automatic transmission, comprising: a control device that feedback-controls the engagement force of the second friction element via a hydraulic pressure adjustment device.