JPH06137415A - Starting control device for transmission - Google Patents

Abstract

PURPOSE:To prevent occurrence of seizure of a brake and engine stall by still operating a parking brake when a transmission lever is shifted from a parking range to a running range, and automatically release the parking brake when a starting condition is effected. CONSTITUTION:An electronic control unit (ECU) 63 receives detected signals from a foreward/back changeover lever switch 64, an engine speed sensor 65, a shift position sensor 63, an accelerator opening sensor 70, and a foot brake switch 98. Required control signals based on the respective detected signals are output to a hydraulic control device 60, for controlling supply/discharge of pressure oil in respect to a clutch or a brake of a transmission. When a parking brake starting is controlled, a parking brake 8 is operated and a transmission lever 62 is shifted to a running range. In the case that an accelerating pedal 69 is operated and an engine speed of an internal combustion engine 11 is varied by more than a specified value, a release signal is output to the parking brake 88 at the first time.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention applies a hydraulic pressure to an engagement operation with respect to a friction engagement element which has an input shaft end directly connected to an output shaft of an engine and which is assembled to a plurality of sets of rotating elements constituting a planetary gear mechanism. The present invention relates to a start control device for a direct power shift transmission, which is configured to achieve a desired shift speed by being selectively performed via the control device.

[0002]

2. Description of the Related Art Construction of civil engineering machines such as motor graders, self-propelled scrapers (motor scrapers), bulldozers, wheeled tractor excavators (wheel loaders), or industrial vehicles such as forklift trucks and straddle carriers, which are cargo handling machines. Since a transmission having such a speed needs to cover a shift range from an extremely low speed range for the original work to a normal traveling speed for traveling on a general road, generally, 6 to 8 shift stages are moved forward and backward. Have both.

Since the transmission mounted on the construction civil engineering machine, the industrial vehicle, etc. described above has a large number of gears, it is aimed at downsizing and easiness of gear shifting operation.
The direct power shift transmission disclosed in Japanese Patent Laid-Open No. 62-255621 (hereinafter referred to as D
(Referred to as PS) is adopted. This DPS is a frictional engagement element such as a clutch or a brake, which is a rotary element that constitutes a plurality of sets of planetary gear mechanisms in which the input shaft end is directly connected to the output shaft of the engine without passing through a fluid coupling such as a torque converter. By electrically controlling the supply and discharge of pressure oil selectively to these friction engagement elements,
Any rotation element of the planetary gear mechanism is connected to the transmission input shaft or fixed to the transmission casing, and the gear ratio corresponding to the gear position of the gear shift lever selected based on the driver's operation. It is designed to switch between.

As shown in FIG. 21, which shows the concept of the hydraulic control circuit in such a conventional DPS, the oil passage 102 that guides the pressure oil from the oil pump 101 is provided with a plurality of friction engaging elements (for gear shifting). Four brakes 103, 104, 105, 10 in the illustrated example
A directional control valve 107 for controlling the supply and discharge of pressure oil to and from 6 is connected, and an oil passage 108 to which pressure oil from the oil pump 101 is supplied via this directional control valve 107 is connected to a forward stage or a reverse stage. A forward / reverse switching valve 111 for switching the supply and discharge of pressure oil is connected to two clutches 109 and 110, which are frictional engagement elements for forward and reverse, respectively, for achieving the above.

This pressure reducing valve 112 is provided for delaying the engagement timing of the clutches 109 and 110 with respect to the engagement timing of the brakes 103 to 106 so as to alleviate the shock generated during a gear shift operation. The pressure oil is temporarily released from the engaged one of the two clutches 109 and 110, and in this state, the hydraulic pressure is selectively supplied to and discharged from the brakes 103 to 106, and at the same time, the pressure oil that was temporarily released. Is again supplied to the two clutches 109, 110 via the pressure reducing valve 112 to restore the original state.

[0006]

By the way, the conventional DP
There are a foot brake and a parking brake in brakes such as a motor grader equipped with S. When the parking brake switch is pushed with the shift lever in the neutral position, the parking brake mechanism installed inside the transmission is activated. ing. Therefore, the vehicle may travel with the parking brake applied, which may cause the brake to be seized.

When the vehicle starts on a slope, the foot brake and the inching pedal are stepped on, the parking brake is released, the speed change lever is set to the 1st or 2nd speed, and the foot pedal is changed to the accelerator pedal. It was done by adjusting the amount of stepping on and off to create a so-called half-clutch state. Therefore, the operation is very difficult, and the engine may stall or the vehicle may be moved backward.

[0008]

The structure of the present invention for solving the above-mentioned problems comprises a plurality of sets of planetary gear mechanisms in which an input shaft end is directly connected to an output shaft of an engine, and these planetary gear mechanisms. A plurality of friction engagement elements assembled to the rotating element, a manual gear shift position that can be selected by a driver's operation and can be switched to a desired gear position, and an automatic gear position that automatically switches according to the running state of the vehicle. A gearshift lever in which a gearshift position is set, a traveling state detecting means for detecting a traveling state of the vehicle, and a pressure oil selectively applied to the friction engagement element based on signals from the traveling state detecting means and the gearshift lever. In a direct power shift transmission including an electronic control unit capable of controlling supply / discharge of a vehicle and achieving a predetermined shift speed, the shift lever is interlocked with a parking brake. Provided with a parking range,
A starting condition detecting means for detecting a starting condition of the vehicle is provided, and the electronic control unit has a function for controlling the operation of the parking brake based on a signal from the starting condition detecting means. .

[0009]

[Operation] To provide a parking range on the gear shift lever,
The problem of the vehicle traveling with the parking brake applied is eliminated.

Further, by shifting the shift lever from the parking range to the traveling range and depressing the accelerator pedal,
The parking brake is automatically released to allow the vehicle to start.

[0011]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS As shown in FIG. 1 showing the concept of a control system and FIG. 2 showing the concept of a drive system in an embodiment in which a hydraulic control device for a DPS according to the present invention is incorporated in a motor grader and eight stages are provided for forward and backward movement. A sun gear 15 for reverse and a sun gear 16 for forward are integrally provided on a transmission input shaft 14 connected to a crankshaft 12 of the engine 11 via a damper 13, respectively. A reverse clutch 20 is interposed between the reverse planet carrier 18 that meshes with the reverse planet gear 17 and the reverse transmission planet carrier 18 and the transmission case 19. Further, the forward planetary carrier 22 of the forward planetary gear 21 that meshes with the forward sun gear 16 has a reverse planetary gear 1
The reverse drive internal gear 23 and the drive gear 24, which mesh with the drive gear 7, are integrally provided. Further, a forward clutch 26 is interposed between the forward drive internal gear 25 that meshes with the forward planetary gear 21 and the transmission case 19.

A fourth planet carrier 29, which is integrally provided with an input gear 28 that meshes with the drive gear 24 via a transmission gear group 27, has a fourth planetary gear 31 that is meshed with a fourth sun gear 31 provided on an intermediate shaft 30. Planetary gear 32 and third planetary gear 3
3 are rotatably attached to each other, and a 4th / 8th speed brake 35 is interposed between the fourth internal gear 34 that meshes with the fourth planetary gear 32 and the transmission case 19. The third planetary gear 33 meshes with a third sun gear 36 provided on the intermediate shaft 30 adjacent to the fourth sun gear 31 and a third internal gear 37 surrounding the third planetary gear 33. Cage, third internal gear 37 and transmission case 1
A third and seventh speed brake 38 is interposed between the first and second brakes. In addition, the second planet carrier 39 integrally formed with the third internal gear 37 has a second planet that meshes with a second sun gear 40 provided on the intermediate shaft 30 adjacent to the third sun gear 36. A gear 41 is rotatably provided, and two gears are provided between the transmission case 19 and the second internal gear 42 that surrounds the second planet gear 41 and meshes with the second planet gear 41.
The 6th speed brake 43 is installed. Further, the first planetary carrier 44 integrally formed with the second internal gear 42.
Includes a first planetary gear 46 that meshes with a first sun gear 45 provided on the intermediate shaft 30 adjacent to the second sun gear 40.
Is rotatably provided and surrounds the first planetary gear 46 to mesh with the first planetary gear 46.
Between the 7 and the transmission case 19, the 1.5th speed brake 4
8 is interposed.

On the other hand, the transmission output shaft 50 integrally formed with the output bevel gear 49 has a planet carrier 51 for switching between high and low.
The planetary carrier 51 for height switching includes a planetary gear 53 for height switching which meshes with a sun gear 52 for height switching provided on the intermediate shaft 30 adjacent to the first sun gear 45. It is rotatably attached. or,
A low speed brake 55 is provided between the transmission case 19 and the high / low switching internal gear 54 that surrounds the high / low switching planetary gear 53 and meshes with the high / low switching planetary gear 53. Switching planet carrier 51 and intermediate shaft 30
A high-speed brake 56 is interposed between and.

Each of the clutches 20, which are friction engagement elements,
26 and the brakes 35, 38, 43, 48, 55, 56,
Each of them is composed of hydraulic equipment including an engagement piston device, a servo device, and the like. The engagement state of these devices is a pump drive gear 57 provided at the tip of the transmission input shaft 14.
Pressure oil supplied from an oil pump 59 having a transmission gear 58 that meshes with the hydraulic gear is switched via a hydraulic control device 60 described later. In this case, in this embodiment, based on the selected position of the forward / reverse switching lever 61, the position of the speed change lever 62, and the operating state of the vehicle, which are provided in a cabin (not shown),
The engagement states of the clutches 20 and 26 and the brakes 35, 38, 43, 48, 55 and 56 are switched by a command from the electronic control unit 63 that controls the operating state of the engine 11, and a predetermined shift speed is achieved. It has become so.

That is, when a gear shift operation is performed, the hydraulic pressure of the pressure oil supplied to the reverse clutch 20 or the forward clutch 26 is temporarily reduced, whereby the crankshaft 12 of the engine 11 to the drive gear 24. Cut off the transmission of driving force to the brakes 35, 38, 43, 48, 5
After performing a desired brake engagement operation and disengagement operation of 5, 56 to achieve a predetermined shift speed, the hydraulic pressure supplied to the reverse clutch 20 or the forward clutch 26 is restarted to restart the engine 11. The rotation of the crankshaft 12 is gradually transmitted to the transmission output shaft 50.

For this reason, the electronic control unit (hereinafter referred to as the ECU) 63 is provided with a detection signal from the forward / reverse switching switch 64 for detecting the position of the forward / reverse switching lever 61 described above, and the engine 11 A detection signal from an engine rotation speed sensor 65 for detecting the rotation speed of the crankshaft 12,
A detection signal from a transfer rotation speed sensor 66 that detects the rotation speed of the drive gear 24, a detection signal from a vehicle speed sensor 67 that detects the rotation speed of the transmission output shaft 50 corresponding to the traveling speed of the vehicle, and the speed change lever 62. Detection signal from the shift position sensor 68 that detects the position of the accelerator pedal, and the accelerator opening sensor 7 that detects the opening of the accelerator pedal 69.
A detection signal from 0, a detection signal from a foot brake switch 98 for detecting the depression state of the foot brake 97, and the like are input.

As shown in FIG. 3 showing the select pattern of the speed change lever 62 in this embodiment, the selectable speed change positions of the speed change lever 62 are P (parking), N (neutral), and D.
(1st to 8th speed automatic shift), 5 (1st to 6th speed automatic shift), 3
In addition to (1st to 4th speed automatic shift), two shift positions of UP for upshift and DW for downshift by manual operation are set to the left and right of the D range.

Further, a gear shift mode switch 71 (see FIGS. 4 and 5) for switching between the automatic gear shift mode and the manual gear shift mode is attached to the upper end portion of the gear shift lever 62, and this gear shift mode switch connected to the ECU 63 is connected. By pressing the switch 71 once, the shift mode is switched,
The original shift mode is selected by pressing the button twice. Then, when the manual shift mode is selected by operating the shift mode changeover switch 71, the shift lever 62 is shifted to the UP position or the DW position in the D range to shift up and down the current shift stage. Shift and can be switched freely. However, when the shift mode changeover switch 71 is operated to select the automatic shift mode, even if the shift lever 62 is moved to the UP position or the DW position, the upshift or the downshift is not performed and the D range 1 8th to 8th speed automatic transmission is maintained.

The shift lever 6 in this embodiment as described above
As shown in FIG. 4 showing the sectional structure of FIG. 2 and FIG. 5 showing the sectional structure taken along the line V-V, a manual shift pivot 73 is integrally joined to the sensor bracket 72 to which the shift position sensor 68 is attached. This manual shifting pivot 73
Both ends of each of these are rotatably attached to the lower ends of a pair of front and rear pivot support brackets 74, 75 provided in a cabin (not shown). Then, the shift lever 6
2 is located in the D range, the gearshift lever 6
2 corresponds to the UP position and the DW position, and a manual shifting pivot shaft 7
3 can be swung to the left and right.

The lower end portion of the speed change lever 62 has a shift position sensor 6 which is orthogonal to the manual speed change pivot 73.
8 rotary shafts 76 are integrally connected, and five turning positions P, N, D, 5 and 3 can be selected forward and backward around the rotary shafts 76. Therefore, an upper plate 78 of the speed change lever case 77 for guiding the movement of the speed change lever 62 is formed with an opening 79 in which an intermediate portion connecting the N range and the D range is bent at a right angle as shown in FIG. , D range portions are formed with openings 80 corresponding to the UP position and the DW position so as to be orthogonal thereto.

Directly below the manual shift pivot 73, the reference position of the shift lever 62 in the D range, that is, the opening 7 is formed.
A reference position sensor 81 for detecting that the gear shift lever 62 is located at a position where 9, 80 intersect is fixed. Further, on the left and right sides of the reference position sensor 81, the UP position of the gear shift lever 62 in the D range and An upshift switch 82 and a downshift switch 83 for detecting the DW position are fixed. Further, both ends of a spring support arm 84 extending in the left and right, which is integrally fixed to the rear end of the manual shift pivot 73, and the pivot support bracket 75 on the rear end side.
Is connected to the upper end of the pair of left and right ends via a pair of left and right tension coil springs 85.

Therefore, when the speed change lever 62 is in the D range, the speed change lever 62 is always held at the above-mentioned reference position unless the driver applies a force to the speed change lever 62. There is. Then, the driver operates the shift lever 62 to either the UP position or the DW position, so that the left and right ends of the base plate 86 integrated with the sensor bracket 71 are either the upshift switch 82 or the downshift switch 83. The ECU 6 receives the one-step upshift signal or the downshift signal regardless of the operation of the shift mode changeover switch 71.
3 is output. Then, the driver can arbitrarily output a multi-stage upshift signal or a downshift signal by repeating this operation a plurality of times.

In this embodiment, a forward / reverse switching lever 61 incorporating a forward / reverse switching switch 64 is provided on the side of the speed changing lever 62, and along with this, the upper plate 77 of the speed changing lever case 76 is provided. Is the forward / reverse switching lever 61
Is formed with an opening 87 for guiding the forward and backward movement of the forward / backward movement. The forward / backward movement switching lever 61 is set to the positions of F (forward), N (neutral), and R.
By selecting any of (reverse), the traveling direction of the vehicle can be switched back and forth.

In this manner, the driver operates the forward / reverse switching lever 61 for switching between forward and backward movement of the vehicle and selects either the forward or backward traveling direction of the vehicle. By selecting one of the three ranges, it is possible to switch to a predetermined forward speed or reverse speed. Clutch 20, 26 and brake 35, 38, 43, 48,
The way in which 55 and 56 work is as shown in FIG. 6, and the reference symbols in the figure indicate that they are in the engaged state by hydraulic operation.

In this embodiment, when the speed change lever 62 is held in the P range and the vehicle is parked, the drive system is mechanically braked in conjunction with the operation of the speed change lever 62. A mechanical hydraulic brake 88 whose engagement state is switched via an actuator (not shown) that is interlocked with the operation of 62 is interposed between the elevation switching planet carrier 51 and the transmission case 19. The actuator that switches the engagement state of the mechanical hydraulic brake 88 is
Independently of the hydraulic control device 60, the operation of the shift lever 62 is linked via the ECU 63.

In order to achieve each of the shift stages shown in FIG. 6 described above, the transmission case 19 has a hydraulic pressure for controlling the supply and discharge of pressure oil to the clutches 20 and 26 and the brakes 35, 38, 43, 48, 55 and 56. The control device 60 is assembled.
As shown in FIGS. 7 and 8 showing the schematic structure of the main part of the hydraulic control device 60 in the present embodiment, the hydraulic control device 60 of the present embodiment collects the pressure oil sucked up from the oil sump 601 by the oil pump 59. The clutches 20, 26 and the brakes 35, 38, 43, 48, 55, 56 are selectively supplied to or collected from a piston device, a servo device or the like (not shown) according to the operating state of the vehicle.
26 and the brakes 35, 38, 43, 48, 55, 56 are selectively engaged or disengaged, and the basic structure and operation of these are disclosed in JP-A-62-255.
This is already well known in Japanese Laid-Open Patent Publication No. 621. Therefore, it is naturally possible to employ a hydraulic control device having a configuration other than that of this embodiment described below.

That is, in the middle of the oil passage 603 connecting the oil pump 59 and the sequence valve 602, the desired hydraulic pressure in the oil passage 603 is set to a desired value (hereinafter referred to as high line pressure). A relief valve 604 adjusted below is connected via a pressure adjusting oil passage 605.

Main line oil passage 606 and main pilot oil passage 607
The sequence valve 602 connected to is for supplying the high line pressure supplied from the oil passage 603 to the main pilot oil passage 607 side prior to the main line oil passage 606. Is connected to a pressure control valve 608 and a bypass valve 610 which will be described later and incorporates a bypass solenoid valve 609 that is closed when not energized. The high line oil passage 611, which communicates with the main line oil passage 606 via the pressure control valve 608, incorporates a neutral solenoid valve 612 and a low speed solenoid valve 613, which are closed when not energized, for switching between high speed and low speed. A valve 614 is connected, and a pressure reducing valve 615 is provided in the middle of this high line oil passage 611.

The inching valve 617 connected to the pressure reducing valve 615 via the low-line oil passage 616 is one of the clutches 20 and 26 which is selected depending on the depression amount of the inching pedal 89 (see FIG. 1) depressed by the driver's operation. It is possible to reduce the pressure oil in the engaged state of 1 to realize a so-called half-clutch state of the engine 11. The pressure reducing valve 615 changes the pressure oil supplied from the high line oil passage 611 side to the high pressure state. The line pressure is adjusted to a preset desired value (hereinafter, referred to as low line pressure) and is supplied to the low line oil passage 616 side. That is, the pressure reducing valve 615 supplies pressure oil having a pressure lower than that of the brakes 35, 38, 43, 48, 55, 56 to the clutches 20, 26 side, and the engagement timing of the clutches 20, 26 at the time of shifting is braked. 35,38,4
The timing of engagement of 3, 48, 55, and 56 is forcibly delayed from the engagement timing to reduce the shift shock.

A forward-reverse switching valve 619 which controls the supply and discharge of pressure oil to the two clutches 20 and 26 which respectively achieve the forward speed or the reverse speed and incorporates a reverse electromagnetic valve 618 of the closed type when not energized. And the inching valve 617 is connected to the oil passage 620.
The ECU 63 also receives a detection signal from an inching opening detection sensor 90 that detects the opening of the inching pedal 89. Further, the middle of the oil passage 620 and the bypass valve 610 are connected via a bypass oil passage 621.

Two brakes 3 for achieving the third and seventh speeds or the first and fifth speeds on the way of the high line oil passage 611 between the pressure reducing valve 615 and the high speed / low speed switching valve 614.
8th, 48th, 48th, 8th, 48th, 48th, 48th solenoid valve 622 and 1st and 5th speed solenoid valve 623, which are closed when not energized. The seventh-speed switching valve 624 communicates with each other via a high-branch line oil passage 625. In the middle of this high-branch line oil passage 625, a fourth-speed / eight-speed gear or a second-speed / sixth-speed shift stage is provided. Solenoid valves 626 and 2.6 that control the supply and discharge of pressure oil to the two brakes 35 and 43 respectively and that are closed when not energized.
2nd / 6th speed / 4th / 8th speed switching valve 6 with built-in high speed solenoid valve 627
28 are installed.

These high-speed / low-speed switching valves 614, 1.5-speed-3
The 7th-speed switching valve 624, the 2nd / 6th speed-4th / 8th speed switching valve 628 are all types of three-position switching valves in which the neutral position is set,
Pressure oil from the main pilot oil passage 607 acts on both sides of these spools (not shown), and by selectively energizing the solenoid valves 612, 613, 622, 623, 626, 627 for shifting, the spools are displaced from the neutral position. The supply and discharge of high line pressure from the high line oil passage 611 and the branched high line oil passage 625 to the brakes 35, 38, 43, 48, 55, 56 can be switched.

The solenoid valves 612, 613, 62 for shifting these gears are used.
The relationship between the energized states of the 2,623,626,627 and the reverse solenoid valve 618 and each speed is shown in FIG. 9. The circles in the figure indicate that the solenoid valves 612,613,618,622,623,626,627 are energized.

As shown in FIGS. 10 and 11 showing the enlarged sectional structure of the portion of the inching valve 617 in this embodiment,
An inlet port 629 communicating with the upstream low line oil passage 616,
A valve spool 631 having an outlet port 630 communicating with the oil passage 620 on the downstream side and two oil discharge ports EX ₁ and EX ₂ respectively connected to the oil sump 601 is provided with a control spool 632 and a tubular shape. And an inching spool 633 that forms a ring groove 634 that allows the inlet port 629 and the outlet port 630 to communicate with each other or the outlet port 630 and the oil drain port EX ₂ to communicate with each other on the outer peripheral surface. An inner spool 635 is slidably fitted in the inching spool 633 formed with.

A control oil chamber 636, which is partitioned by the valve body 631 and one end surface of the control spool 632 (the end surface on the left side in the drawing), extends from the middle of the main line oil passage 606 through which high line pressure oil flows. The control oil passage 637 that branches off communicates with the orifice 6
In the middle of this control oil passage 637 provided with 38, the control oil passage 637 corresponding to the depression amount of the inching pedal 89 is provided.
A solenoid valve 639 for inching that is closed when not energized and that can reduce the internal hydraulic pressure is provided. In the present embodiment, the duty ratio of the energization amount to the inching solenoid valve 639 is increased in proportion to the depression amount of the inching pedal 89. From the duty ratio of the energization amount to the inching solenoid valve 639 and the oil passage, The relationship with the hydraulic pressure supplied to the clutches 20 and 26 has characteristics as shown in FIG.

For this reason, the outer peripheral surface has one drain port EX ₁
A compression coil spring 640 having a spring force smaller than the high line pressure is interposed between the control spool 632 and the one end surface of the inching spool 633 which faces the other end side of the valve body 631 (in the figure, A compression coil spring 641 for biasing the inner spool 635 to the other end surface of the control spool 632 is also interposed between the right side) and the inner spool 635. Further, an oil hole 643 facing the pressure adjusting oil chamber 642 surrounded by the other end side of the valve body 631 and the other end side of the inching spool 633 is formed in the central portion of the inner spool 635. An oil drain oil hole 645 that can communicate with the oil drain port EX ₂ via an oil hole 644 formed at one end side of the inching spool 633 is formed at one end side of this oil hole 643, and this oil hole Inching spool 6 in the middle of 643
An adjusting oil hole 647 is formed which can communicate with the inlet port 629 or the outlet port 630 through an oil hole 646 facing the annular groove 634 formed in the central portion of 33.

Therefore, when the inching solenoid valve 639 is not energized, the high line pressure remains unchanged from the control oil passage 637 to the control oil chamber 6
As shown in FIG. 10, the control spool 632 is biased to the right side of the valve element 631 together with the inching spool 633, and the inner spool 635 is compressed by the compression coil spring 641.
The other end surface of the control spool 632 is urged by the spring force of. As a result, the upstream low line oil passage
The inlet port 629 connected to the 616 and the outlet port 630 connected to the oil passage 620 on the downstream side are in communication with each other through the annular groove 634, and the low line pressure from the low line oil passage 616 causes the oil passage 620 and the front-rear direction. While being supplied to the clutches 20 and 26 side via the advance switching valve 619, the pressure adjusting oil chamber 642 is provided with an oil hole 643 and an oil discharge oil hole 645.
It is in a state of communicating with the oil discharge port EX ₂ through the oil hole 644.

From this state, when the driver depresses the inching pedal 89 a little, the inching opening sensor 90 detects the opening, and the duty ratio corresponding to this is supplied from the ECU 63 to the inching solenoid valve 639. Is
The pressure oil in the control oil passage 637 on the downstream side of the orifice 638 is discharged, and the oil pressure in the control oil chamber 636 decreases. Then, the spring force of the compression coil springs 640 and 641 causes the inner spool 6
The control spool 632 and the inner spool 635 move until the annular spring receiving portion 648 formed on the other end side of the 35 contacts the step portion 649 formed on the inner peripheral surface of the inching spool 633. As a result, the pressure adjusting oil chamber 642 is not connected to the oil hole 643 and
7, the communication with the inlet port 629 via the oil hole 646, the low line pressure is also supplied into the pressure adjusting oil chamber 642, the description so far is the state of the region ab in FIG. .

From this point, when the inching pedal 89 is further depressed, the pressure applied to the other end surface of the inner spool 635 becomes higher than the pressure applied to the one end surface of the control spool 632. The inching spool 633 also moves in accordance with the pressure balance as shown in FIG. 11, and the regions c to d in FIG. 12 are achieved. As a result, the inching spool 633 becomes capable of closing the inlet port 629 according to the change in the depression amount of the inching pedal 89, and at the same time, the outlet port 630 and the oil drain port are inserted through the annular groove 634.
When the inching pedal 89 is depressed further from the state shown in FIG. 11, it becomes possible to communicate with EX ₂ .
The pressure oil supplied to the clutches 20 and 26 is discharged through the forward / reverse switching valve 619 and the oil passage 620. In this way, the states from the half-clutch state corresponding to the depression amount of the inching pedal 89 to the state where the clutches 20 and 26 are completely released are realized in the regions c to d in FIG.

The bypass valve 610 which connects the main line oil passage 606 and the bypass oil passage 621 is configured so that the high line pressure from the main line oil passage 606 is applied only to the bypass oil passage 621, the oil passage 620, and the front-rear direction at the initial stage of gear shifting. Clutch 20, 26 via the forward switching valve 619
It is a kind of two-position switching valve that is supplied to the side, and is connected to one end of a spool (not shown) by a non-energized closed type bypass solenoid valve 609 in which an energized state is held for a certain time by the ECU 63 in accordance with a gear shift operation. The pilot pressure branched from the energized main line oil passage 606 decreases, and the main line oil passage 606 and the bypass oil passage 621 communicate with each other.

That is, the clutch 2 is activated by the shift start signal.
Temporarily lower the hydraulic pressure supplied to 0, 26, and brake 3
After performing selective engagement operation and release operation for 5, 38, 43, 48, 55, 56, pressure oil is again applied to the clutch 20,
When supplying to the 26 side and engaging this, the bypass solenoid valve 609 is energized for a certain time, and the high line pressure from the main line oil passage 606 is temporarily passed through the bypass oil passage 621 and the oil passage 620. It is directly supplied from the forward / reverse switching valve 619 to the clutches 20 and 26 side. As a result, the time required for rattling before the engagement of the clutches 20 and 26 actually starts is shortened,
It is possible to shorten the time until the end of the shift.

Therefore, when the bypass solenoid valve 609 is energized, the pressure oil is temporarily released from the clutches 20 and 26 at the start of the gear shift, and then the pressure oil is supplied again to be engaged. It may be set according to the time required for the rattling until the actual engagement starts.

FIG. 7 and sequence valve 602, pressure control valve 608,
As shown in FIG. 13 showing the enlarged area structure of the pressure reducing valve 615, the sequence valve 602 has an inlet port 650 connected to the oil passage 603 and a main outlet port 65 connected to the main line oil passage 606.
1 and a pilot outlet port 652 connected to the main pilot oil passage 607 are formed, and the oil sump 6 is provided at both ends.
A valve body 653 having oil drain ports EX _{1 and} EX ₂ communicating with 01, a spool 655 having an annular groove 654 formed in the center, and a spool 655 slidably fitted to one end side (left side in the drawing) of the spool 655. A compression coil spring that is interposed between the combined plug 656 and the spool 655 and the valve body 653 to urge the spool 655 toward the plug 656.
It has 657 and. The oil chamber 658 surrounded by the spool 655 and the plug 656 and the annular groove 654 are in communication with each other via an oil hole 659.

Therefore, in a state where the high line pressure is not supplied from the oil passage 603 to the inlet port 650, the spool 655 is pressed against the one end side of the valve body 653 by the spring force of the compression coil spring 657, and the main outlet port 650 is pressed. 651 is spool 655
It has been blocked by. Here, when the high line pressure is supplied from the oil passage 603 to the inlet port 650, the high line pressure is supplied to the main pilot oil passage 607 from the pilot outlet port 652 which is in communication with the inlet port 650 through the annular groove 654. The pilot pressure from the main pilot oil passage 607 is changed to the high speed / low speed switching valve 614, the forward / reverse switching valve 619, 1.5 speed-3.
It acts on the 7th-speed switching valve 624, the 2nd / 6th speed-4th / 8th speed switching valve 628, respectively.

From this state, as the pressure oil having a higher line pressure is supplied to the sequence valve 602, the high line pressure is also supplied from the oil hole 659 into the oil chamber 658, and the spool 655 has the compression coil spring 657. It gradually moves to the other end side (right side in the figure) of the valve body 653 against the spring force. As a result, the inlet port 650 and the main outlet port 651 communicate with each other through the annular groove 654, while the pilot outlet port 652 is blocked by the spool 655, and high line pressure is controlled from the main line oil passage 606. It is supplied to the valve 608 side.

When the pressure oil in the oil chamber 658 is discharged from _one oil discharge port EX ₁ through the gap between the spool 655 and the plug 656, the spool 655 is pushed back again by the spring force of the compression coil spring 657. As a result, the inlet port 650 and the pilot outlet port 652 are in communication with each other.

The pressure control valve 608 includes the brakes 35, 38, 43, 48, 55, 56 and the clutch 2 at the time of shifting.
It is for gradually increasing the hydraulic pressure supplied to 0, 26 from a low pressure to a high pressure, and communicates with an inlet port 660 connected to the main line oil passage 606, an outlet port 661 connected to the high line oil passage 611, and the oil sump 601. Valve body 662 having an oil discharge port EX for use, and these inlet port 660 and outlet port 66
A spool with an annular groove 663 formed in the center that can communicate with 1.
664 and piston 665 with a larger outer diameter than this spool 664
And a compression coil spring 666 interposed between the piston 665 and the spool 664. In addition, the spool 664 has an oil chamber that opens at one end of the spool 664.
667 is formed, and the oil chamber 667 and the annular groove 663 are in communication with each other through the oil hole 668. The pressure regulating chamber 669 partitioned by the other end of the valve element 662 and the piston 665 is connected to the high pressure line 671 via a pressure regulating oil passage 671 having an orifice 670 in the middle.
Connected to 611.

Here, the pressure oil in the pressure adjusting oil passage 671 is rapidly discharged at the time of the gear shifting operation, the piston 665 is quickly returned to the state of FIG. 13, and the pressure oil supplied from the high line oil passage 611 is changed. In order to shift the hydraulic pressure to the lowest state, pilot pressure from the high line oil passage 611 and the pressure adjusting oil passage 671 acts on both sides of the spool (not shown) in the middle of the drain oil passage 672 that branches from the pressure adjusting oil passage 671. The switching valve 673 is installed. Then, the pilot oil passage 674 that guides the pilot pressure from the pressure adjusting oil passage 671.
In the middle of the operation, the solenoid valve of the non-energized closed type that duty-controls the rise of the hydraulic pressure in the pressure regulating oil passage 671 during gear shifting.
675 are provided.

Therefore, when the shift operation is started in the state shown in FIG. 13, the brakes 35, 38, 43, 48, 5
Since the pressure oil is discharged from the engagement state of No. 5, 56, the pilot pressure on the side opposite to the pilot oil passage 674 is temporarily reduced accordingly, and the position of the switching valve 673 is switched to adjust. The pressure oil in the pressure chamber 669 is discharged from the pressure adjusting oil passage 671 via the oil discharge passage 672. As a result, the piston 665 is rapidly displaced to the other end of the valve body 662, and the high line oil passage 61 where the hydraulic pressure is reduced.
Since the high line pressure hydraulic oil starts to be supplied from the main line oil passage 606 via 1, the pilot pressure on the opposite side of the pilot oil passage 674 rises again, and the position of the switching valve 673 becomes the original state shown in FIG. Switch to. Then, the pressure adjusting oil passage 671 and the pressure adjusting chamber 6
69 hydraulic pressure rises, piston 665 compresses coil spring 666
Is pressed against one end of the valve element 662 against the spring force of the clutches 20, 26 and the brakes 35, 38, 43, 48, 55, 5
The hydraulic pressure supplied to 6 gradually increases.

At this time, the rate of increase in the hydraulic pressure supplied to the clutches 20 and 26 and the brakes 35, 38, 43, 48, 55 and 56 can be gently corrected by controlling the duty of the energized state of the solenoid valve 675. Next to
A gear shift operation with almost no shock can be realized.

The pressure reducing valve 615 has a valve body 678 formed with a through port 676 straddling the high line oil passage 611, an outlet port 677 connected to the low line oil passage 616, and an oil discharge port EX communicating with the oil sump 601. And a spool 680 having an outer peripheral surface formed with an annular groove 679 that slides in the valve body 678 and faces the through port 676, and attach the spool 680 to one end side (left side in the figure) of the valve body 678. And a compression coil spring 681 for urging. Then, in a control oil chamber 682 formed between one end side of the valve body 678 and the spool 680, a control oil passage 683 branched from a high line oil passage 611 between the pressure control valve 608 and the pressure reducing valve 615. Are in communication. In addition, the other end of the valve body 678 and the spool
Between 680 and the oil hole formed on the other end of spool 680
Pressure regulating chamber 685 that can communicate with the outlet port 677 via 684.
Are formed.

Therefore, when high line pressure is supplied from the high line oil passage 611 and the control oil passage 683 into the through port 676 and the control oil chamber 682 in the state shown in FIG. 13, the spool 680 receives the high line pressure. Due to the area difference, the compression coil spring 68
The valve moves toward the other end of the valve body 678 against the spring force of 1, and the through port 676 and the outlet port 677 communicate with each other. As a result, the high line pressure from the high line oil passage 611 is supplied to the low line oil passage 616, and this high line pressure is also supplied from the oil hole 684 into the pressure adjusting chamber 685.

At this time, the oil drain port EX is blocked by the spool 680, and the spool 680 is again closed by the oil pressure of the pressure adjusting chamber 685 and the spring force of the compression coil spring 681 to the one end side of the valve body 678. Pushed back to. As a result, the pressure adjusting chamber 685 communicates with the oil discharge port EX, and the oil pressure in the low line oil passage 616 decreases. In this way, the spool 680 reciprocates in the valve body 678, and the pressure oil supplied to the low line oil passage 616 is adjusted to a low line pressure.

When the speed change lever 62 is selected to the P range, only the neutral solenoid valve 612 is energized, and the pressure oil is discharged from all the brakes 35, 38, 43, 48, 55, 56, and the forward movement is performed. Only the clutch 26 can be engaged. However, in this case, the pressure oil in the control oil chamber 682 is discharged through the oil passage 686 that connects the high-speed / low-speed switching valve 614 and the control oil passage 683. 7
And the state shown in FIG. The pressure oil supplied to the forward clutch 26 is transferred to the oil passage 620, the inching valve 617,
Oil is drained from the oil drain port EX of the pressure reducing valve 615 through the low line oil passage 616, and as a result, the forward clutch 26 is also substantially opened, and the driving force is transmitted from the transmission input shaft 14 to the driving gear 24 side. An untransmitted neutral state is realized. On the other hand, in the P range, the mechanical hydraulic brake 88 is engaged by an actuator (not shown) in response to a signal from the ECU 63, and mechanically restrains the rotation of the transmission output shaft 50.

When the speed change lever 62 is selected to the N range, the neutral solenoid valve 61 is selected as in the P range.
Only 2 is energized and all brakes 35, 38, 4
The pressure oil is discharged from 3, 48, 55, 56, and only the forward clutch 26 can be engaged, but the forward clutch 2
6 is also substantially opened, and a neutral state in which the driving force is not transmitted from the transmission input shaft 14 to the driving gear 24 side is realized. In this case, as a matter of course, the mechanical hydraulic brake 88 is in the open state.

When the shift lever 62 is selected to the D range, the ECU 63, based on the detection signals from the vehicle speed sensor 67 and the accelerator opening sensor 70, stores the map shown in FIG. 14 in the ROM stored in the ECU 63 in advance. The optimum shift speed for the current driving state is read from, and if it does not match the current shift speed, the shift operation described below is automatically performed. In this case, the current gear is the EC for each solenoid valve 612, 613, 618, 622, 623, 626, 627 for shifting.
It is calculated in this ECU 63 based on the output signal from U63.

That is, when a shift start signal is output, each shift solenoid valve 612, 613, 618, 622, 623, 62 corresponding to this signal is output.
The energization state for 6,627 is selectively switched. In this case, as described above, the switching valve 673 temporarily opens the oil discharge passage 672 to move the piston 665 of the pressure control valve 608 in the figure,
In order to move to the right side quickly, the high line pressure in the high line oil passage 611 immediately after the start of gear shifting has dropped to the lowest state, and from this state the high line pressure gradually rises with the duty of the solenoid valve 675. , Smooth shift operation with almost no shift shock is performed.

At this time, in parallel with the rise of the high line pressure, the bypass solenoid valve 609 causes the bypass valve 610 to temporarily connect the main line oil passage 606 and the bypass oil passage 621.
As a result, a high line pressure is supplied from the oil passage 620 to the clutches 20 and 26 side via the forward / reverse switching valve 619, the looseness thereof is swiftly performed, and the engagement operation by the low line pressure is performed. It is possible to shorten the time required to complete the shift.

The gear shift map shown in FIG. 14 is a power mode map for drawing out the driving force of the engine 11 by holding the gear on the low speed side with respect to the depression amount of the accelerator pedal 69, but in the present embodiment. In addition to this, accelerator pedal 6
It also has a not-illustrated economy mode shift map that facilitates shifting to a shift position on the high speed side with respect to the depression amount of 9 to save fuel. For this reason, a fuel economy mode changeover switch 91 capable of selecting switching between the power mode and the economy mode is provided in the cabin (not shown), and a detection signal from the fuel economy mode changeover switch 91 is output to the ECU 63. ing.

Information on the shift mode selected by the fuel consumption mode changeover switch 91 is displayed on a driving state display device 92 provided on a steering console (not shown) in the cabin. Information such as the gear position and the position of the gear shift lever 62 are also displayed at the same time.

Further, as is apparent from the shift map shown in FIG. 14, in the present embodiment, the gear ratio is very close to the 2nd speed and the 4th speed during automatic shifting in the D range, the 5th range and the 3rd range. The gear shift operation to the third gear that is being performed is not performed, and so-called interlaced gear shift is automatically performed between the second gear and the fourth gear.

When the shift mode selector switch 71 is operated once from the state of the automatic shift mode in which the shift lever 62 is selected to the D range, the manual shift mode desired by the driver is set and the current shift mode is set. The gear is maintained as it is. When the shift lever 62 is operated once to, for example, the UP position, the output signal from the reference position sensor 81 is turned off and the output signal from the upshift switch 82 is turned on, and in response to this, the ECU 63 changes the gear position. An upshifting gear shift operation is carried up by one, and this gear shifting operation itself is performed in the same manner as in the case of the gear shifting operation in the D range described above.

When shifting from a high-speed shift stage to a low-speed shift stage, for example, when the shift lever 62 is operated from the 8th gear to the DW position five times and a rapid downshift to the 3rd gear is desired, If there is a possibility that the engine rotation speed will exceed the critical speed if the gear shift is performed as it is, the gear shift is not started until the engine rotation speed decreases to a safe rotation speed. Similarly, when the forward / reverse switching lever 61 is operated to switch the traveling direction of the vehicle, the shift operation is not performed until the vehicle is completely stopped based on the detection signal from the vehicle speed sensor 67. However, this is the same even in the case of automatic shifting in which the D range, the 5 range, or the 3 range is selected.

When the shift lever 62 is selected to the 5 range, the shift operation is automatically performed according to the detection signals from the vehicle speed sensor 67 and the accelerator opening sensor 70 in accordance with the shift map in FIG. 14 or the economy mode (not shown). However, in this 5 range, all the 6th and higher speeds are clipped to the 6th speed, and the 7th and higher speeds are not shifted. Also in this case, similarly to the D range, the third speed is not selected, and the interlaced speed change is automatically performed between the second speed and the fourth speed.

Similarly, when the speed change lever 62 is selected to the 3 range, it is based on the detection signals from the vehicle speed sensor 67 and the accelerator opening sensor 70, as in the case of the 5 range described above, and is not shown in FIG. The shifting operation is automatically performed according to the economy mode shifting map,
In the 3 ranges, all the high speed stages of the 4th speed and above are clipped to the 4th speed shift stage, and the shifting to the 5th speed and above is prevented. In this case as well, similarly to the D range and the 5 range, the shift stage of the third speed is not selected, and the interlaced shift is automatically performed between the second speed and the fourth speed.

As shown in FIG. 15 which shows the flow of processing of such a gear shift operation, first, in accordance with the ON operation of an ignition key switch (not shown), the engine 1 is started in step S1.
Various initial values for the control of the operating state and the shift control of 1 are set, and the vehicle speed is calculated based on the detection signal from the vehicle speed sensor 67 in the step S2, while the detection signal from the accelerator opening sensor 70 is used. Based on this, the accelerator opening is calculated.

Next, in step S3, the selected positions of the forward / backward changeover switch 61, the shift position sensor 68, and the fuel consumption mode changeover switch 91 are detected, and the high speed / low speed changeover valve 614, the forward / reverse changeover valves 619, 1.5. The current gear stage is calculated in step S4 based on the output signals to the speed-3 / 7th speed switching valve 624 and the 2nd / 6th speed-4 / 8th speed switching valve 628.

Then, in step S5, these pieces of information are output to the operating state display device 92, and in step S6, a calculation error or abnormality in the ECU 63 is detected. Is output to the operating state display device 92.

Thereafter, the vehicle speed information, the accelerator opening information, and the fuel consumption mode selection switch 91 selected in FIG.
4 or the economy mode shift map (not shown) is compared in step S7, and the shift position sensor 6
An ideal shift timing is calculated for the position of the shift lever 62 at 8. Then, this is output to the hydraulic control device 60 in step S8 to perform a predetermined gear shift operation.

The above steps S1 to S8 are repeated every control cycle of the system (for example, every 15 milliseconds) until an ignition key switch (not shown) is turned off.

Further, in the present embodiment, the ECU 63 performs two types of starting control, that is, the normal starting control described above and the parking brake starting control described later.

That is, as shown in FIG. 16 which is a flow chart of the start control, it is determined in step S ₁ whether or not the speed change lever 62 is switched to the traveling range by the signal from the shift position sensor 68, and the switch is performed. In this case, it is determined in step S ₂ whether the mechanical hydraulic brake (parking brake) 88 is in operation. If it is in operation, the parking brake start control is performed in step S ₃ , and if it is not in operation, the normal start control is performed in step S ₄ .

In the parking brake starting control, as can be seen from the control block diagram of FIG. 17, the parking brake 88 serving as the starting state detecting means is in operation, the speed change lever 62 is switched to the traveling range, and further the accelerator pedal is operated. When 69 is stepped on and the engine speed from the engine speed sensor 65 drops by, for example, 100 r / min or more, the release signal is first output to the parking brake 88.

As described above, the parking brake 88 is released when the driving force of the engine 11 is sufficiently transmitted to the drive system and the conditions for starting the vehicle are met. Therefore, the engine stall is avoided, and particularly when the vehicle starts on a slope. Will not retreat.

Further, when a start timer (not shown) (this is a timer that counts when the speed change lever 62 is switched from the N range to the running range) has elapsed for 1.5 seconds or more, or the vehicle speed sensor 67 has operated, for example. When 0.5 km / h or more is detected, when the speed change mode switch 71 is in the manual speed change mode, when the foot brake switch 98 is on, or when the inching opening sensor 90 outputs, the parking brake 88 is turned on. EC because it does not need to be activated
U63 unconditionally outputs a release signal to the parking brake 88.

It is judged according to the flowchart of FIG. 18 whether or not the engine speed drops by, for example, 100 r / min or more.

That is, for example, the data (engine speed) stored in, for example, 10 buffer memories in step S ₁ is sequentially shifted to open the first buffer memory and the data in the 10th buffer memory. It's dead Next, after new data is set in the first buffer memory in step S ₂ , smoothing processing is performed in step S ₃ .

Next, in step S ₄ , it is judged whether or not the smoothed numerical value exceeds the reference value. If the numerical value is exceeded, the reference value is set in step S ₅ , and then the engine speed is set in step S _6. Reset the descent flag.

[0079] On the other hand, if exceeds the reference, to determine whether the drop from a reference value 100r / min or higher in step S _7, since the set engine speed drop flag at step S ₈ if the drop is there. On the other hand, if it has not fallen, the process returns to step S ₆ to reset the engine speed reduction flag.

In the engine speed smoothing process, as shown in FIG. 19A, the maximum and minimum values of 10 buffer memories and the sum of all values are stored in the memories A and B. , C are stored separately, and then the values of the memories A, B, and C are applied to the equation of FIG. 19 (b).

Needless to say, the engine speed smoothing process is not limited to the above method and may be performed by another method.

Further, in this embodiment, an emergency electronic control unit 93 for forcibly allowing manual shift operation when the ECU 63 fails is provided. The emergency electronic control unit 93 includes the ECU 63 and the emergency electronic control unit 93. Power source changeover switch 94 for operating one of the electronic control units 93
And F2 (2nd forward speed), N (neutral), R2 (for 2nd forward escape) which can realize the forward 2nd speed and neutral and reverse 2nd speed without operating the forward / reverse changeover switch and the speed change lever 62. A position changeover switch 95 that can select the position of the second reverse gear is assembled.

Therefore, when the operation of the ECU 63 is selected by operating the power source changeover switch 94, the power source 96 and the EC
While the U63 is electrically connected, the power supply to the emergency electronic control unit 93 is cut off, and the above-described normal shift operation becomes possible.

When the ECU 63 does not work normally for some reason, the fact that an abnormality has occurred in the ECU 63 is displayed on the operation information display device 92, and the driver operates the power source changeover switch 94 based on this information. . As a result, the operation of the emergency electronic control unit 93 is selected and the power source 96 and the emergency electronic control unit 93 are electrically connected, while the power supply to the ECU 63 is cut off and the position changeover switch 95 corresponds to the position. The gear position to be changed is the hydraulic control device 6
It is achieved through 0.

[0085]

As described above, according to the present invention, the parking brake is still activated when the shift lever is moved from the parking range to the travel range, and the parking brake is activated when the conditions for starting the vehicle are met. Since the automatic release is performed, seizure of the brake can be prevented, and especially starting on a slope can be facilitated, and an engine stall or a backward movement of the vehicle can be avoided in advance.

[Brief description of drawings]

FIG. 1 is a control block diagram of an embodiment in which a DPS hydraulic control device according to the present invention is mounted on a motor grader in eight stages in both forward and backward movement.

FIG. 2 is a conceptual diagram of a drive system in this embodiment.

FIG. 3 is a schematic view showing a select pattern of a shift lever in this embodiment.

FIG. 4 is a cross-sectional view showing a schematic structure of a portion of a shift lever of the present embodiment.

5 is a sectional view taken along the line VV in FIG.

FIG. 6 is an operation element diagram showing the relationship between the engagement state of the friction engagement element and each shift speed in this embodiment.

FIG. 7 is a hydraulic circuit diagram showing an example of a hydraulic control device according to the present embodiment together with FIG.

FIG. 8 is a hydraulic circuit diagram showing an example of a hydraulic control device according to the present embodiment together with FIG. 7.

FIG. 9 is an operation element diagram showing a relationship between an engaged state of a solenoid valve for shifting and each shift speed in the present embodiment.

10 is an operation principle diagram showing an enlarged cross section of a portion of an inching valve in the present embodiment together with FIG. 11.

11 is an operation principle diagram showing an enlarged cross section of a portion of the inching valve in the present embodiment together with FIG.

FIG. 12 is a graph showing the relationship between the duty ratio of the solenoid valve attached to the inching valve and the engagement hydraulic pressure of the clutch in the present embodiment.

FIG. 13 is an enlarged cross-sectional view of a sequence valve, a pressure control valve, and a pressure reducing valve in the present embodiment.

FIG. 14 is a shift map showing a relationship among a vehicle speed, an accelerator opening, and a shift speed in a power mode in the present embodiment.

FIG. 15 is a flowchart showing a flow of processing of main parts in the present embodiment.

FIG. 16 is a flowchart of start control in the present embodiment.

FIG. 17 is a control block diagram of parking brake start control in the present embodiment.

FIG. 18 is an engine speed 100r / in the present embodiment.
It is a flowchart of a descent judgment more than min.

FIG. 19 is an explanatory diagram of engine speed smoothing processing according to the present embodiment.

FIG. 20 is a hydraulic circuit diagram showing the concept of a conventional DPS hydraulic control device.

[Explanation of symbols]

11 is an engine, 12 is a crank shaft, 13 is a damper, 14 is a transmission input shaft, 15 is a reverse sun gear, 16 is a forward sun gear, 17 is a reverse planet gear, 18 is a reverse planet carrier, and 19 is Transmission case, 20 is a reverse clutch, 2
1 is a planetary gear for forward movement, 22 is a planetary carrier for forward movement, 23
Is a reverse internal gear, 24 is a drive gear, 25 is a forward internal gear, 26 is a forward clutch, 27 is a transmission gear group, 28
Is an input gear, 29 is a fourth planet carrier, 30 is an intermediate shaft,
31 is a 4th sun gear, 32 is a 4th planetary gear, 33 is a 3rd planetary gear, 34 is a 4th internal gear, 35 is a 4th / 8th speed brake, 36 is a 3rd sun gear, 37 is a 3rd internal gear. , 38 is a third and seventh speed brake, 39 is a second planet carrier, 40 is a second sun gear, 41 is a second planetary gear, 42 is a second internal gear, 43 is a second and sixth speed brake, and 44 is a first Planet carrier, 45 first sun gear, 46 first planet gear, 47 first internal gear, 48 first and fifth speed brake, 49 output bevel gear, 50 transmission output shaft, 51 high / low switching Planet carrier, 52 is a high / low switching sun gear, 53 is a high / low switching planet gear, 54 is a high / low switching internal gear, 55 is a low speed brake, 56 is a high speed brake, 57 is a pump drive gear, and 58 is A transmission gear, 59 is an oil pump, 60 is a hydraulic control device, and 61 is a forward / reverse switching lever. Over, 62 the shift lever, 6
3 is an ECU (electronic control unit), 64 is a forward / reverse selector switch, 65 is an engine speed sensor, 66 is a transfer speed sensor, 67 is a vehicle speed sensor, 68 is a shift position sensor, 69 is an accelerator pedal, and 70 is an accelerator opening. Degree sensor, 71 is a shift mode selector switch, 72 is a sensor bracket, 73 is a manual shift pivot, and 74, 75
Is a bracket for pivot support, 76 is a rotary shaft, 77 is a speed change lever case, 78 is an upper plate, 79 and 80 are openings, 8
1 is a reference position sensor, 82 is an upshift switch, 8
3 is a downshift switch, 84 is a spring support arm, 8
5 is a tension coil spring, 86 is a base plate, 87 is an opening, 88 is a mechanical hydraulic brake, 89 is an inching pedal, 90 is an inching opening sensor, 91 is a fuel consumption mode changeover switch, 92 is a driving state display device, 93 Is an emergency electronic control unit, 94 is a power source changeover switch, 95 is a position changeover switch, 96 is a power source, 97 is a foot brake,
Reference numeral 98 is a foot brake switch. Further, 601 is an oil sump, 602 is a sequence valve, 603 is an oil passage, 604 is a relief valve, 605 is a pressure adjusting oil passage, 606 is a main line oil passage, 607 is a main pilot oil passage, 608 is a pressure control valve, 609 Is a solenoid valve for bypass, 610 is a bypass valve, 611 is a high line oil passage, 612 is a neutral solenoid valve, 613 is a low speed solenoid valve, 614 is a high / low speed switching valve, 615 is a pressure reducing valve, and 616 is low line oil. , 617 is an inching valve, 618 is a reverse solenoid valve, 619 is a forward / reverse switching valve, 620 is an oil passage, 621 is a bypass oil passage, 622 is a 3/7 speed solenoid valve, 62
3 is the 1/5 speed solenoid valve, 624 is the 1/5 speed-3 / 7 speed switching valve, 625 is the branch high line oil passage, 626 is the 4/8 speed solenoid valve,
627 is a 2/6 speed solenoid valve, 628 is a 2/6 speed / 4/8 speed switching valve, 629 is an inlet port, 630 is an outlet port, 631 is a valve body, 6
32 is a control spool, 633 is an inching spool, 634 is an annular groove, 635 is an inner spool, 636 is a control oil chamber, 637 is a control oil passage, 638 is an orifice, 639 is an inching solenoid valve,
640 is a compression coil spring, 641 is a compression coil spring, 642 is a pressure adjusting oil chamber, 643 is an oil hole, 644 is an oil hole, 645 is an oil discharge hole, 646
Is an oil hole, 647 is an oil hole for adjustment, 648 is a spring receiving portion, 649 is a stepped portion, 650 is an inlet port, 651 is a main outlet port, 652 is a pilot outlet port, 653 is a valve body, 654 is an annular groove, and 655 Is a spool, 656 is a plug, 657 is a compression coil spring, 658 is an oil chamber, 659 is an oil hole, 660 is an inlet port, 661 is a high line oil passage, 662 is a valve body, 663 is an annular groove, 664 is a spool, 665. Is a piston, 666 is a compression coil spring, 667 is an oil chamber, 668 is an oil hole, 669 is a pressure adjusting chamber, 670 is an orifice, 671 is a pressure adjusting oil passage, 6
72 is an oil discharge passage, 673 is a switching valve, 674 is a pilot oil passage, 675
Is a solenoid valve, 676 is a through port, 677 is an outlet port, 678 is a valve element, 679 is an annular groove, 680 is a spool, 681 is a compression coil spring, 682 is a control oil chamber, 683 is a control oil passage, and 684 is an oil hole. , 685
Is a pressure control chamber, 686 is an oil passage, EX ₁ and EX ₂ are oil discharge ports, and EX is an oil discharge port.

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Yukihiro Masuko 3000 Tana, Sagamihara City, Kanagawa M / E.I Sagami High-Tech Co., Ltd. (72) Inventor Eihiko Shimada 3000, Tana, Sagamihara City, Kanagawa M Eichi i Sagami High Tech Co., Ltd.

Claims (1)

[Claims] 1. A plurality of sets of planetary gear mechanisms in which an input shaft end is directly connected to an output shaft of an engine, a plurality of friction engagement elements assembled to rotary elements constituting these planetary gear mechanisms, and a driver. And a shift lever in which a manual shift position that can be switched to a desired shift position and an automatic shift position that automatically switches the shift position according to the running state of the vehicle are set, and the running state of the vehicle. A traveling state detecting means for detecting, and an electronic control capable of achieving a predetermined shift stage by controlling the supply and discharge of the pressure oil selectively to the friction engagement element based on the signals from the traveling state detecting means and the shift lever. In a direct power shift transmission equipped with a unit, the shift lever is provided with a parking range that works in conjunction with a parking brake, and the starting state of the vehicle is detected. A starting control device for the transmission, wherein the electronic control unit has a function for controlling the operation of the parking brake based on a signal from the starting condition detection means. .