JPH06147316A - Speed change control device for automatic transmission - Google Patents

Abstract

PURPOSE:To provide a speed change control device for an automatic transmission which gives no strange feeling in speed change operation. CONSTITUTION:A manual valve in a hydraulic circuit 4 is changed over with the speed change operation of a shift lever and hydraulic power is supplied by change-over to speed change elements 20, 21, 22 via the valve to perform intended speed change operation, so that an inhibitor switch 19 outputs a desired speed change position signal to a speed change control means 17, the speed change control means 17 performs speed change control corresponding to the speed change position signal (parking, reverse, neutral, drive or, etc.) and an indicator indicates a change shift corresponding to the speed change position signal. Accordingly, change-over valves 14, 15, 16 are mounted in a hydraulic power supply passage and actuated when the speed change position signal issued by the inhibitor switch 19 is indicated by the indicator before the speed change control means 17 performs speed change operation corresponding to the speed change position signal.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift control device for an automatic transmission, and more particularly, to a hydraulic control path for a manual valve to reach a shift element in response to a shift operation of a shift lever for automatic shift and shift lever operation. The present invention relates to a shift control device for an automatic transmission that displays a shift speed according to a shift operation amount.

[0002]

2. Description of the Related Art A transmission is provided in a power transmission system of a vehicle, and an automatic transmission is often used which can control the shift of the transmission without switching a clutch. This automatic transmission is composed of a torque converter, a planetary gear, and a hydraulic circuit having a brake member and a clutch member as a transmission element that switches the arrangement of the planetary gears. This hydraulic circuit includes a manual valve that interlocks with a shift lever, a plurality of hydraulic switching valves, and a plurality of electromagnetic control valves that adjust the pilot pressure of the hydraulic switching valves. Here, each electromagnetic control valve is switching-controlled so as to secure an appropriate shift speed designated by the shift control means. On the other hand, as shown in FIG.
The spool 101 of the manual valve 100 is switched by an operation piece 104 which is integral with a rotary shaft 103 pivotally supported by a casing 102 of the transmission. Here, a cam portion 105 is formed on the operation piece 104, and the cam portion slides the spool 101 in the longitudinal direction via a pin 106 to switch to the shift positions of parking P, reverse R, neutral N, and drive D. Is to do.

A lever 107 is integrally attached to the upper end of the rotary shaft 103, and a shift lever (not shown) is connected to the lever 107 via a speed change cable or the like. Here, the rotary shaft 103 is provided with an inhibitor switch 108 near the lever 107, and this switch outputs the actual shift position signal of the shift link system to the shift control means to perform shift control. Here, the inhibitor switch 108 is a rotary type switch, and as shown in FIGS. 8 and 9, upper and lower substrates 109, 1 fixed to the transmission main body 2 and coupled to each other.
10, the substrate is loosely fitted to the rotating shaft 3. A rotating piece 111 that is integral with the rotating shaft 3 and the lever 107 is disposed between the upper and lower substrates 109 and 110. Sliding contacts 120 and 121 are attached to the rotating end of the rotating piece 111, and arc-shaped fixed contacts 112, 113, 114 and 115 that are insulated from the lower substrate 110 are provided on the upper surface of the lower substrate 110. To be done. Here, the rotary shaft 3 increases or decreases the rotational operating angle according to the operation amount of the shift lever, so that the inhibitor switch 108 outputs a shift position signal corresponding to the operating angle θ, as shown in FIG. At the same time, the cam member 701 on the operation piece 7 switches the spool 9 of the manual valve 8 via the pin 10 according to the displacement amount of the rotation operating angle θ of the rotary shaft 3 to selectively operate at each shift speed position. The spool 9 can be held.

In FIG. 10, each shift position (parking P, reverse R, neutral N, drive D) and each shift position signal (parking P, reverse R, neutral N, drive D) corresponding to each operating angle θ on the rotary shaft 3 side integral with the rotating piece 111 are shown. P position signal, R position signal, N position signal,
The output possible range of the D position signal) is shown as a developed view. Here, the interrelationship between the A / T state and the operating angle θ of the inhibitor switch when the transmission is operated to shift from the neutral N position to the drive D position is shown in FIG. 11 over time. In this case, while the automatic transmission (A / T) is held in the N range, the inhibitor switch 108 keeps the operating angle region a1.
, And outputs an N position signal. When the operator starts to operate the shift lever from the N range to the D range, the inhibitor switch advances from the operating angle region a1 to a2, and the indicator (not shown) indicates that the N position and D position signals are not displayed. Switch to display. When the operation amount of the shift lever further increases from this state, the manual valve 100 is switched to the drive D position, and the hydraulic pressure is supplied to the clutch element (forward side). As a result, the forward clutch switches to the engaged state and the vehicle starts moving.

As described above, when the shift lever switching operation proceeds, when the operating angle of the inhibitor switch 108 is displaced and enters the operating angle region a3 to a4, the inhibitor switch 108 outputs the D position signal and the indicator. Displays only the D range. In response to this, the control means fetches the D position signal, determines that it is in the D range, and executes the shift control according to the drive D. This keeps the transmission in the D range.

[0006]

By the way, in such a conventional device, particularly when the gear shift operation is performed slowly from the neutral N position toward the drive D position, the indicator of the gear position only indicates the D range. Prior to switching to the display, the control hydraulic pressure is supplied to the clutch element for achieving the drive D forward speed in the operating angle region a3, so that the vehicle starts running and then the indicator shows only the D range. It is in the display.
As described above, there is a problem in that the vehicle starts traveling before the display, and the driver receives an unexpected forward movement or a clutch engagement shock, which causes an uncomfortable feeling. In addition, when the gear shift operation is slowly performed from the neutral N position to the reverse R position, the same problem as described above occurs. An object of the present invention is to provide a shift control device for an automatic transmission that does not cause a feeling of strangeness associated with a shift operation.

[0007]

In order to achieve the above object, the present invention switches a manual valve of a hydraulic circuit according to a shift operation amount of a shift lever, and a new shift speed is set through the manual valve. In order to achieve this, the switching oil pressure is supplied to the shift element, the inhibitor switch outputs a shift position signal corresponding to a new shift stage to the shift control means, and the shift control means performs shift control according to the shift position signal. A new gear is held and the gear is displayed in accordance with the gear shift position signal using an indicator. In particular, an on-off valve is attached to a hydraulic pressure supply passage that supplies the switching hydraulic pressure to the gear shift element, and the gear shift control is performed. The means displays the shift speed according to the shift position signal on the indicator and then turns on the on-off valve on the hydraulic pressure supply path of the shift element. To.

[0008]

At the same time that the shift control means receives the shift position signal from the inhibitor switch, the shift stage is displayed by the indicator, and then the on-off valve is turned on. Therefore, after the new shift stage is displayed, a new shift stage is displayed. Accurate hydraulic pressure is supplied to the speed change element corresponding to the shift speed, and shift control according to the new shift speed can be performed.

[0009]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The shift control device for an automatic transmission shown in FIG. 1 is mounted on an automatic transmission 1 on a power transmission system connected to an engine E. Here, the automatic transmission 1 is composed of a torque converter 2, a transmission 3, and a hydraulic circuit 4 including a brake member and a clutch member as a transmission element that switches the arrangement of the planetary gear train 25 in the transmission 3. . Here, the shift control device of the automatic transmission (hereinafter simply referred to as the shift control device) includes a front clutch 5, a rear clutch 6, a low reverse brake 7 as a shift element in the transmission 3, and an oil pump 8 for these components. A hydraulic circuit 4 connected to an oil pan 9 via
A plurality of electromagnetic control valves in the hydraulic circuit 4 (six electromagnetic control valves 11, 12, 13, 14, 15, 16 in FIGS. 1 and 2 are shown.
Is shown) and a controller 17 as control means for driving and controlling these electromagnetic control valves.

The transmission 3 here is interlocked with the operation of a shift lever (not shown), and the manual valve 1 in the hydraulic circuit 4 is operated.
8 is switched, and in response to this, each speed change element is operated to approach and separate,
Moreover, the inhibitor switch 19 similar to that described with reference to FIGS. 8 and 9 is operated in conjunction with the operation of the shift lever, and the shift position signal is sent to the controller 17 according to the shift operation amount.
Output to. The controller 17 selectively controls each electromagnetic control valve to supply an appropriate hydraulic pressure to each shift element to achieve each shift process in the reverse R, neutral N, L range, second speed range, and D range, At the same time, each gear position (gear range) is displayed by the indicator 55 for displaying an inhibitor signal. The indicator 55 for displaying the inhibitor signal is provided in the instrument panel in front of the driver's seat and includes the parking P, reverse R, neutral N,
Each shift range of the drive D can be selectively displayed according to the output of the inhibitor switch 19.

Here, the transmission 3 has a planetary gear train 25 and transmission components for switching the planetary gear train 25, such as a front clutch 20, a rear clutch 21, a low reverse brake 22, a one-way clutch 23, and a kickdown brake. 24, of which only the kick-down brake 24 is a well-known electromagnetic actuator 241.
The controller 17 is operated via the, and the others are operated by the hydraulic pressure of the hydraulic circuit 4.

The planetary gear train 25 includes a sun gear 28 integral with the central shaft 27, an inner planetary gear 30 and an outer planetary gear 31 pivotally supported by a carrier 29, and a ring gear 32 supported by a rear rotary plate 33. Composed of. The center shaft 27 is connected to the front rotary plate 261 integrated with the torque converter output shaft 26 via the rear clutch 21, the carrier 29 is connected to the casing 34 via the one-way clutch 23, and the casing 34 via the low reverse brake 22.
Connected to. The outer planetary gear 31 is meshed with a second sun gear 36 which is integral with the outer cylindrical body 35 which is loosely fitted to the central shaft 27. A kick down brake drum is integrally connected to the tip of the outer cylinder body 35, and the drum is connected to the torque converter output shaft 26 via the front clutch 20 and further connected to the casing 34 via the kick down brake 24. The output rotation of the planetary gear train 25 is transmitted to the front differential 39 via the output gear 37 integrated with the rear rotary plate 33.

FIG. 3 schematically shows only the essential parts of the hydraulic circuit 4 of the transmission 3. The hydraulic circuit 4 includes a main pipe 40 that communicates with an oil pan 9, which communicates with the oil pump 8 and has a branch portion on the return side (suction side).
Connect to Ex. The discharge side of the oil pump 8 communicates with the line pressure passage 41, one branch passage of the line pressure passage communicates with the manual valve 18, and the other branch passage communicates with a well-known regulator valve 42 for controlling the line pressure. The other branch passage communicates with the line relief valve 43 that releases excess pressure.

The manual valve 18 is a spool valve 4 that is switched and moved in the axial direction in conjunction with the operation of the shift lever.
4 is provided. The spool valve 44 closes the first and second ports 181 and 182 at the neutral N position (shown by the solid line in FIG. 3), makes the line pressure passage 41 communicate with the first port 181 at the reverse R position, and at the drive D position. The second port 182 is connected. The first port 181 here is 2-
It communicates with the front clutch 20 via the 3 shift valve 45, and communicates with the low reverse brake 22 via the 1-2 shift valve 46. The second port 182 branches and extends, a part of which communicates with the rear clutch 21 via the pressure control valve 47 shown in FIG. 5, and the other two branch paths have 2-3 shift valves 45 and 1-2. It communicates with the shift valve 46.

The 2-3 shift valve 45 is a spool valve 49.
It is switched to a balance position of the pilot pressure from the spring and the shift control valve 48. Here, the pilot pressure is at a low level so that the first clutch oil passage 50 on the front clutch 20 side and the first port 181 communicate with each other. Is high level, the first clutch oil passage 50 and the second
The port 182 is connected. The 1-2 shift valve 46 includes a spool valve 51 and is switched to a balance position of the pilot pressure from the spring and the shift control valve 48. Here, the pilot pressure is at a low level and the brake oil passage 52 on the low reverse brake 22 side and the first position. 2 port 182
The brake fluid passage 52 and the first port 181 are communicated with each other when the pilot pressure is high level. Rear clutch 2
A pressure control valve 47 is provided in the second clutch oil passage 53 that connects the first side and the second port 182.

As shown in FIG. 5, the pressure control valve 47 has a spool valve 54, which is switched and held at a balance position of the spring and the pilot pressure of the pilot pressure port 471. Where pilot pressure port 4
The line pressure passage 41 is connected to 71 through a throttle 472 and a pressure control valve 47, and the pilot pressure regulated by the pressure control valve 47 duty-operated by the control output of the throttle 472 and the controller 17 is supplied to the line 71. It Therefore, the hydraulic pressure from the manual valve 18 is supplied to the second clutch oil passage 53 according to the operation of the spool 54.

A first opening / closing valve 14, a second opening / closing valve 15, and a reverse opening / closing valve 16 are arranged in the first clutch oil passage 50, the second clutch oil passage 53, and the reverse oil passage 52, respectively. These are normally closed valves that shut off the first clutch oil passage 50, the second clutch oil passage 53, and the reverse oil passage 52, and have the same configuration as shown in FIG. When each on-off valve is turned on by the control signal of the controller 17, each oil passage 50,
It is configured to open 53, 52. A main part of the controller 17 is formed by a well-known microcomputer, and a load sensor 59 that outputs an accelerator opening amount of the engine E as load information and an engine rotation sensor 5 that outputs rotational speed information of the engine E on an input port side thereof.
6. Input rotation sensor 5 that outputs input rotation information of the transmission
7. An output rotation sensor 58 that outputs output rotation information of the transmission is connected. Both rotation sensors 57, 5
Reference numeral 8 denotes a pulse generator, one sensor 57 outputs rotation information of the kick down brake drum 35 (not shown), and the other sensor 58 is transfer shaft 38.
The rotation information of is output.

The operation of such a device will be described with respect to the switching state of the automatic transmission (A / T) shown in FIG. 7 and the changing state of the operating angle θ of the inhibitor switch over time. In this case, it is assumed that the shift lever (not shown) is held at the neutral N position, and at this time, the controller 17 resets the on-off valves 14, 15, 16 to the off state in the N range.

A shift lever (not shown) is a neutral N.
It is assumed that a shift operation is performed from the position to the drive D range side.
In this case, as shown in FIG.
The rotational angle position, that is, each shift position signal is in the region b1, and during this period, the indicator 55 for displaying the inhibitor signal outputs the N range signal. Further, when the shift lever is shifted and switched to the region b2, the inhibitor signal display indicator 55 enters a non-signal state and the shift position display disappears. Further, when the shift lever is shifted and completely switched to the region b2, the manual valve 18 reaches the D shift position and the indicator enters the no signal state. At this time, the hydraulic circuit 4 closes the first port 181 of the manual valve 18, the second port 182 receives the line pressure, the controller 17 operates the shift control valve 48, and 2-3.
A high level pilot pressure is supplied to the shift valve 45 and the 1-2 shift valve 46.

In this case, the 2-3 shift valve 45 is the second
Communicate the port 182 to the first clutch oil passage 50, 1-2
The shift valve 46 is connected to the second port 182 and the reverse oil passage 5.
Cut off 2 and. Moreover, the line pressure is adjusted by the pressure control valve 47, and the line pressure is advanced to the second clutch oil passage 53. At this stage, the on-off valves 14, 15, 16 are in the closed (OFF) state, and the speed change elements are inoperative. When the shift lever is further shifted to the drive D side, the indicator 55 enters the area b3, whereby the indicator 55 enters the D range display with no signal. Further, when the shift lever is completely switched to the drive D side, the indicator 55 continues to display the D range and the controller 1
7 receives the drive D position signal, and the shift position enters the processing as the D range. As a result, the controller 1
Reference numeral 7 switches the first opening / closing valve 14 and the second opening / closing valve 15 of the hydraulic circuit 4 to ON and switches the reverse opening / closing valve 16 to a closed (OFF) state in accordance with operation information such as load information and engine speed information. , The other electromagnetic control valves 11, 12, 13 are selectively driven and controlled to generate an appropriate pilot pressure,
Hold each oil passage at an appropriate oil pressure.

Therefore, here, first, the indicator 5
The display of 5 switches to the D range display, and then D
Since the switching of the shift elements corresponding to the range is completed, the driver does not feel uncomfortable when shifting. Similarly,
When switching from the N range to the R range, the first port 181 of the manual valve 18 receives the line pressure, and the second port
The port 182 is closed. When the operating angle range of the inhibitor switch is switched from b2 to b3,
The indicator 55 displays the R range and the controller 1
7 starts processing corresponding to the R range. As a result, the controller 17 turns on the first on-off valve 14 and the reverse on-off valve 16 after displaying the R range, and switches and holds the reverse on-off valve 16 in the closed (off) state. This completes the switching of the transmission elements corresponding to the R range.

In this way, when the shift lever is switched from the N range to a new shift stage, the controller 17 makes the N shift.
When the on-off valves 14, 15, 16 are reset to the off state in the range, and then switching to a new gear is performed, the on-off valves 14, 15, after the new gear is displayed,
16 is selectively turned on to drive each shift element, and shift control at a new shift stage is executed. For this reason, a new shift process prior to the display is not performed, and a sense of discomfort associated with the shift is not generated. Moreover, the switching of the hydraulic circuit 4 is achieved in the main part, leaving the switching of each of the on-off valves 14, 15, 16 at the time of displaying a new shift stage, and after the display, switching to a new shift stage is possible with good responsiveness. It will be completed.

[0023]

As described above, according to the present invention, the gear shift position signal generated by the inhibitor switch is displayed by the indicator when the gear is slowly shifted from the neutral N position to the drive D position or from the neutral N position to the reverse R position. After that, the on-off valve that controls the drive of the speed change element to achieve the new shift speed is turned on,
As a result, the hydraulic pressure is appropriately supplied to the speed change element, and the appropriate speed change range is not switched without causing the driver to feel uncomfortable with the speed change operation.

[Brief description of drawings]

FIG. 1 is an overall configuration diagram of a shift control device for an automatic transmission according to an embodiment of the present invention.

FIG. 2 is a drive pattern diagram of each shift element performed by a hydraulic circuit in the automatic transmission of FIG.

FIG. 3 is a simplified hydraulic circuit diagram of essential parts in the automatic transmission of FIG.

FIG. 4 is a schematic configuration diagram of an opening / closing valve provided in FIG.

5 is a schematic configuration diagram of a pressure control valve provided in FIG.

6 is a characteristic diagram showing a correlation between an output region of a shift position signal along with an operating angle of an inhibitor switch used in the shift control device of the automatic transmission of FIG. 1, an operating region of a hydraulic circuit, and an operating region of a starter.

7 is a block diagram showing the operating angle of the inhibitor switch and the switching state of the automatic transmission over time of the shift control device for the automatic transmission of FIG.

FIG. 8 is a schematic cross-sectional view of an inhibitor switch that can be mounted on the automatic transmission.

9 is a plan view of the inhibitor switch of FIG. 8. FIG.

FIG. 10 is a characteristic diagram showing a correlation between an output region of a shift position signal along with an operating angle of an inhibitor switch used in a shift control device for a conventional automatic transmission, an operating region of a hydraulic circuit, and a starter operating region.

11 is a block diagram showing the operating angle of the inhibitor switch and the switching state of the automatic transmission over time of the shift control device for the automatic transmission of FIG.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Automatic transmission 2 Torque converter 3 Transmission 4 Hydraulic circuit 8 Oil pump 11 Electromagnetic control valve 12 Electromagnetic control valve 13 Electromagnetic control valve 14 1st opening / closing valve 15 2nd opening / closing valve 16 Reverse opening / closing valve 17 Controller 18 Manual valve 19 Inhibitor switch 20 Front Clutch 21 Rear Clutch 22 Low Reverse Brake 55 Indicator E Engine

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Tetsuhiro Kondo 5-3-8 Shiba, Minato-ku, Tokyo, Mitsubishi Motors Corporation (72) Inventor Mitsumi Yuge, 1 Uzumasa-cho, Ukyo-ku, Kyoto, Kyoto Prefecture Mitsubishi Motors Engineering Co., Ltd. Kyoto Office

Claims (1)

[Claims] 1. A manual valve of a hydraulic circuit is switched according to a shift operation amount of a shift lever, and a switching hydraulic pressure is supplied to a shift element for achieving a new shift stage through the manual valve and an inhibitor switch is provided. Output a shift position signal corresponding to the new shift stage to the shift control means,
In the shift control device for an automatic transmission, the shift control means performs a shift control according to the shift position signal to hold a new shift stage and displays a shift stage according to the shift position signal with an indicator. An opening / closing valve is attached to the hydraulic pressure supply passage for supplying the switching hydraulic pressure to the element, and the shift control means displays the shift speed in accordance with the shift position signal with an indicator, and then the shift element is opened / closed on the hydraulic supply passage. A shift control device for an automatic transmission, characterized by opening a valve.