JPH063259B2 - Automatic transmission for vehicle - Google Patents

Description

Detailed Description of the Invention

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicular automatic transmission, and more particularly to an improvement of a vehicular automatic transmission capable of switching between forward and reverse according to shift range switching.

[Prior art]

With the rapid spread of automatic transmissions for vehicles in recent years, the first transmission that can automatically change the gear stage mainly in order to improve the fuel consumption and that is related to the vehicle speed, throttle opening, etc. 1
A so-called overdrive device described below, which is provided as a second transmission in series with the first transmission, has been widely adopted. Further, paying attention to the function of the second transmission capable of switching between the low speed stage and the high speed stage such as the overdrive device, this is actively synchronized with the shift of the first transmission, and the first transmission and the second transmission It is already known that the transmission and the transmission are simultaneously or alternately shifted to perform a shift control as shown in, for example, part A of FIG. (For example, JP-A-57-3
7140). By the way, in general, in an automatic transmission, the engine brake is hard to work in the drive range.
If you want to activate a stronger engine brake, put the S (or 2) range or L on the shift lever.
A range is provided. Conventionally, in an automatic transmission that achieves multi-speed shifting by shifting the first transmission and the second transmission simultaneously or alternately, the first speed and the third speed in the S range. Only during the shift (and downshift from a gear higher than the third gear to the third gear), and in the L range, limited travel at the first gear (and higher than the first gear) First gear
It was only possible to do downshifts to speed. This is because the difference between the S range and the L range is set when the gear stages in which the engine brake can be operated in the S range and the L range are set to the first speed and the second speed, as in a so-called normal automatic transmission. This is because in consideration of the fact that the engine brake is still excessively effective even when set to the S range when the vehicle becomes smaller and on a gentle slope. On the other hand, in the reverse gear, only one gear is conventionally prepared, and it is generally impossible to select an appropriate engine brake according to the driver's intention.

[Problems to be Solved by the Invention]

However, in the case of focusing on the reverse movement, if the achievable shift speed is limited to one as described above, depending on the slope, the effect may be poor, or the effect may be too strong, resulting in poor usability. There arises the first problem. In this case, it is conceivable that the number of gears that can be achieved in reverse (engine braking is effective) is set to two or more.
When the gear shift is performed according to the vehicle speed, the throttle opening degree, or the like, there is a second problem that the shock generated during the gear shift deteriorates the driving feeling. In particular, the gear change in this case is generally large in the reverse range,
There is a circumstance that the gear shift tends to be large. For such a problem, it is conceivable to simply increase the set reverse range for selecting the operating region of the engine brake in correspondence with the shift speed, for example, the R1 range and the R2 range. However, if the setting range on the shift lever is increased in this way, the stroke of the shift lever becomes difficult to take, and especially for beginners etc., it is not possible to determine which setting range is optimum, and it is rather difficult to use. A new problem arises that annoying aspects appear.

[Object of the Invention]

The present invention has been made in view of such a problem, and easily increases the number of reverse shift stages that can be traveled in a prohibited shift without increasing the number of shift ranges on the shift lever. It is an object of the present invention to provide an automatic transmission for a vehicle that can perform so-called manual reverse traveling at substantially two or more gear stages.

[Means for solving problems]

In an automatic transmission for a vehicle, which is capable of switching between forward and reverse depending on the change of shift range, as shown in the outline of FIG. 1, the manual switch means has the same shift range for reverse as the manual switch. The above object is achieved by providing means for enabling traveling in which shifting is prohibited in at least two reverse shift stages by switching the means. In the present specification, "travel in which shifting is prohibited (hereinafter referred to as fixed traveling)" means "travel in which shifting to another gear is prohibited", and "running from another gear""Transition" is acceptable. For example, when a higher gear is further prepared, the downshift from the higher gear at the beginning of switching to the gear prohibited from the gear shift may be permitted.

[Action]

In the present invention, at least two reverse shift stages that can perform fixed traveling are provided, and these can be selectively switched by the manual switch means in the same shift range (reverse shift range). Without increasing the number of operable positions above, the torque or the effect of engine braking can be finely set by a simple operation. Further, since the vehicle travels in a fixed manner, a gear shift shock does not occur, and a good traveling feeling can always be maintained. That is, according to the present invention, it is possible to carry out substantial manual reverse travel without requiring a clutch operation at a partial reverse speed or a full reverse speed. In a preferred embodiment, the manual switch means is
That is, it is also used as a pattern select switch that switches between a fuel consumption performance-oriented traveling pattern and a power performance-oriented traveling pattern. As a result, it becomes possible to carry out fixed reverse traveling that is not much different from the driver's intention, without newly providing a manual switch means.

【Example】

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 2 is a schematic skeleton diagram showing a gear configuration of an FF (front engine / front drive) automatic transmission 1 to which the present invention is applied. This automatic transmission 1 is provided with an engine 9
Converter provided coaxially with respect to
And a transmission unit 14. The transmission unit 14 includes a first transmission 16 and the first transmission 16
And the second transmission 18 connected in series to the output shaft of the. The first transmission 16 is an underdrive device here, and has three forward gears, and the second transmission 18 is an overdrive device here, and it is a forward gear between a low-speed gear with a reduction ratio of 1 and a high-speed overdrive. It has two steps. The first transmission 16 includes a common sun gear 161, ring gears 162a and 162b, a planetary pinion 164a, and a common gear 1.
64b, and two rows of front side and rear side planetary gear units composed of the carriers 166a and 166b are provided, and the clutches C ₁ and C ₂ , brakes B ₁ , B ₂ and B ₃ , and one-way clutches F ₁ and F ₁ are provided, respectively. _The rotation is controlled by ₂ . On the other hand, the second transmission 18 includes a sun gear 181, a link gear 182, a planetary pinion 184, and a carrier 18.
A planetary gear set consisting of 6 is provided, and rotation is controlled by the clutch C ₀ , the brake B ₀ , and the one-way clutch C ₀ . Since the specific coupling structure of the first transmission 16 and the second transmission 18 is well known, only a skeleton is shown in FIG. 2 and a detailed description thereof is omitted. Incidentally, upon achieving each shift speed in the D range, each friction engagement device such as a brake and a clutch is controlled as shown in FIG. Next, FIG. 4 shows an overall outline of the vehicle automatic transmission according to this embodiment. The first transmission 16 and the second transmission 18 of the transmission unit 14 are subjected to shift control by driving and controlling the electromagnetic solenoid valves S _{1 to} S _{4 of the} hydraulic control circuit 40 by the computer 60. The computer 60 includes a throttle opening signal from the throttle opening sensor 42 indicating the load state of the engine 9, a vehicle speed signal from the speed sensor 44 detecting the output shaft rotation speed of the automatic transmission, a D range, an S range, or an L range. A shift position signal by a shift position sensor 46 for detecting a shift position, a pattern select signal by a pattern select switch 48 for selecting fuel efficiency performance-oriented traveling and power performance-oriented traveling, and an engine water temperature sensor for detecting a cooling water temperature of the engine 9. A cooling water temperature signal from 50, a brake signal from a brake switch 52 that detects the on / off state of the foot brake, and a selection signal from a manual selection switch 54 that selects a fixed speed stage are input. These signals are input. Shift diagram predetermined by And it determines the gear position of the automatic transmission on the basis of. Next, the operation of this embodiment will be described with reference to FIG. The figure shows the details of the shift point setting flow in a series of known shift control routines. Describing along the flow, first, in step 202, it is determined whether the shift range (shift lever range) is in the L range (whether or not the L contact is turned on). If it is determined to be in the L range, the position of the manual selection switch 54 is questioned in step 204, and if it is in the A pattern, step 206.
In step 208, the second speed fixed pattern is performed, and when the B pattern is set, in step 208, the first speed fixed pattern is performed. On the other hand, when the shift range is in the S range, similarly, when the manual selection switch 54 is in the A pattern through steps 202, 210 and 212, step 21
In the 4th, the fixed pattern of the 4th speed was performed, and the same B
In the case of the pattern, the fixed pattern of the third speed is performed in step 216, and in the case of the C pattern, the pattern of the allowable shift between the first speed and the third speed is performed in the step 218. . Furthermore, when the shift range is in the reverse range,
Through steps 202, 210, 220 and 222, the reverse first speed fixed pattern or the reverse second speed fixed pattern is set in steps 224 and 226 in the same manner according to the position of the manual selection switch 54. When the shift range is the D range, steps 202, 2
Since it is determined that both are OFF in steps 10 and 220, the process proceeds to step 228 to perform patterning for the D range, and further in step 230, patterning of the lockup clutch. The above flow is summarized as shown in FIG. 6X. Further, the operation state of each friction engagement device at that time is as shown by a portion Y in FIG. Next, FIGS. 7 and 8 show other control flows and examples of patterns achieved thereby. In this control flow, the same traveling pattern as that of the first embodiment can be selected by combining the pattern selection switch 48 and the manual selection switch 54. That is,
Reference numerals 302 to 318 are steps for judging the position of each contact or the like separately for each case.
Eight shift patterns from 20 to 334 are set. According to this example, various patterns can be selected while using the ON / OFF two-contact type as the manual selection switch 54. It should be noted that FIG. 9 shows a fixed pattern for the fourth speed (third speed) in the S range, FIG. 10 shows a shift pattern in which the shift between the first speed and the third speed in the S range is permitted, and FIG. 11 shows the L range. FIG. 12 shows a gear shift diagram of the second speed (first speed) fixed pattern in FIG. 12, and FIG. 12 shows a first speed fixed pattern in the reverse range. As stated in the definition above, in the fixed traveling pattern, only the downshift from the high speed side can be performed to prevent the engine from over-rotating. Shifting is a completely prohibited pattern. Note that the control of the lockup clutch does not prevent the setting of an appropriate operating region. Although the present invention focuses on the backward fixed traveling, it does not prohibit the configuration such that the forward fixed traveling can be performed as in the above-described embodiment. The manual switch means in the present invention does not limit the mechanical structure for selection / switching, and various structures such as a rotary operation type, a lever type, or a push button type for each gear can be used. Can be adopted.

【The invention's effect】

As described above, according to the present invention, without increasing the number of shift ranges (reverse range) on the shift lever,
It is possible to easily increase the number of gears that can be fixedly driven in reverse, so that it becomes possible to perform manual reverse travel at substantially two or more gears, and it is possible to finely respond to the driver's request for reverse travel. The excellent effect of becoming is obtained.

[Brief description of drawings]

FIG. 1 is a block diagram showing the gist of the present invention, and FIG. 2 is
FIG. 3 is a skeleton diagram showing a transmission portion in an embodiment of an automatic transmission for a vehicle according to the present invention, and FIG. 3 is a line showing the engagement / combination state of each friction engagement element for obtaining each shift speed. FIG. 4 and FIG. 4 are the same overall schematic block diagram, and FIG. 5 is the same flowchart showing the control routine.
The figure also shows the shift lever, the manual selection switch,
FIG. 7 is a diagram showing an example of another control flow, FIG. 8 is a diagram similar to FIG. 6 regarding the control flow, and FIGS. 9-12. Each of the figures is a dotted line diagram of a shift (fixed) pattern. 14 ... Transmission unit, 16 ... 1st transmission, 18 ... 2nd transmission, 40 ... Hydraulic control device, 48 ... Pattern select switch, 54 ... Manual selection switch, 60 ... Microcomputer.

 ─────────────────────────────────────────────────── ─── Continuation of front page (56) Reference JP-A-47-21562 (JP, A) JP-A-56-147949 (JP, A) JP-A-62-35147 (JP, A) JP-B 39- 502 (JP, B1) Japanese Patent Publication 1-25944 (JP, B2) Japanese Patent Publication 5-31713 (JP, B2)

Claims (2)

[Claims] 1. An automatic transmission for a vehicle, wherein forward and reverse movements can be switched in accordance with shift range shifts, and at least a manual switch means and at least a shift range for the reverse gear by switching the manual switch means. An automatic transmission for a vehicle, comprising: a unit that enables traveling in which shifting is prohibited in two reverse shift stages. 2. The automatic transmission for a vehicle according to claim 1, wherein the manual switch means is also used as a pattern select switch for switching between a fuel consumption performance-oriented traveling pattern and a power performance-oriented traveling pattern. .