JPH0784150B2 - Automotive automatic transmission - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to an automatic transmission of an automobile, and more specifically, to an unnecessary gear shifting operation caused by an unintentional depression of an accelerator pedal of a driving vehicle to prevent frequent gear shifting. The present invention relates to an automatic transmission that prevents heat generation of a clutch or the like caused by operation.

(Prior Art) A conventional automatic transmission for a vehicle is described, for example, on pages 238 to 251 of Automotive Engineering Complete Volume 9, "Power Transmission Device" (published on November 20, 1980, Sankaido). The electronically controlled type is known. The automatic transmission of this automobile is configured to include a torque converter and a speed change gear mechanism in which components are connected via a clutch, and P, R, N, D ₄ , D ₃ , 2 are generated according to the operation of the shift lever. The shift position such as is set.

As is well known, this type of automatic transmission has a shift lever.
When operated to the forward automatic shift position such as D ₄ or D ₃ , the clutch is automatically engaged and disengaged at the shift point determined by the valve opening of the throttle valve (accelerator pedal depression amount) and vehicle speed. . This shift point is set to a shift characteristic (shift schedule) according to the performance of the engine mounted on the vehicle and the specifications of the vehicle body for each forward automatic shift position of D ₃ and D ₄ , and each vehicle is set to the running state. It is possible to obtain an appropriate gear ratio corresponding to the above.

In addition, in such an automatic transmission, if the accelerator depression amount is reduced for the purpose of deceleration during traveling, the transmission shifts up, and if the accelerator depression amount is increased for the purpose of acceleration, the transmission shifts down. In some cases, the vehicle speed control intended by the driver may not be performed because the gear shift is automatically performed.

Therefore, after the change in the accelerator pedal depression amount is stabilized, the gear position is set based on the accelerator pedal depression amount and the vehicle speed, thereby preventing an unintentional gear shift of the driving vehicle and performing a driving operation after deceleration / acceleration. Making it easier is JP-A-60-25
Proposed in Japanese Patent No. 2852.

Further, Japanese Patent Application Laid-Open No. 60-211155 discloses that when the braking operation is performed, the third gear is downshifted to the first gear, and the accelerator pedal is used when the gear is the first gear. When is depressed, a downshift to a lower gear, that is, a kickdown is immediately performed, but an upshift such as returning to the original gear is prohibited until a predetermined time elapses after the access pedal is depressed. By that, the first
There is proposed a technique for maintaining the gear shift speed of 1 to obtain an responsive acceleration performance.

(Problems to be Solved by the Invention) However, in this conventional automatic transmission of a vehicle, when the vehicle travels on a rough road with a rough surface and the vehicle body vibrates, the driver unconsciously vibrates due to the vibration of the vehicle body. There is a case where the accelerator pedal is depressed, and a gear shift is sometimes performed by the depression of the accelerator pedal. As a result, when traveling on a rough road, there is a problem in that the riding comfort is further impaired due to the gear shift shock associated with gear shifting, and the frequency of operation of the clutch in the automatic transmission is increased to cause the clutch to generate heat.

In addition, if the gear shift stage is set based on the accelerator pedal depression amount and the vehicle speed after the change in accelerator pedal depression amount has been stabilized, the gear shifting timing is delayed even during downshifting, resulting in reduced driving performance during acceleration / starting. There is a case.

Therefore, it is conceivable that the downshift to the low speed stage is performed immediately, but the upshift is prohibited until a predetermined time elapses after the access pedal is depressed, so that a highly responsive acceleration performance is obtained. However, depending on the setting of the time during which the shift-up is prohibited, there is a possibility that unnecessary shift-up may occur due to the driver's unintentional accelerator operation accompanying traveling on a rough road.

The present invention has been made to solve such a problem, by setting a long time to inhibit the shift-up operation according to the frequency of accelerator operation, to further reduce the frequency of unnecessary shift-up, An object of the present invention is to provide an automatic transmission for an automobile, in which riding comfort is not impaired due to unnecessary gear shifting and unnecessary clutch operation can be eliminated.

(Means for Solving the Problems) In order to solve the above problems, an automobile automatic transmission according to the present invention detects a vehicle speed and a valve opening of a throttle valve,
Detects the amount of depression of the accelerator pedal in an automatic transmission of a vehicle that selectively connects and disconnects each element of the transmission gear mechanism at a shift point that is determined by the vehicle speed and the valve opening of the throttle valve according to a predetermined shift schedule. The stroke sensor, the accelerator operation frequency determining means for determining the frequency of accelerator operation based on the stepping amount detected by the stroke sensor, and the longer the accelerator operation frequency determined by the accelerator operation frequency determining means, the longer the prohibition time. The present invention is characterized in that a prohibition time setting means for setting and a shift-up prohibition means for prohibiting a shift-up from the time when the depression amount detected by the stroke sensor changes to the prohibition time set by the prohibition time setting means are provided. .

(Operation) The accelerator operation frequency determination means determines the frequency of accelerator operation. The prohibition time setting means sets a longer prohibition time as the accelerator operation frequency increases. The shift-up prohibition means prohibits shift-up during the set prohibition time.

In this manner, the longer the accelerator pedal is depressed, the longer the prohibition time is set, so that unnecessary gear shifting can be effectively prohibited when the vehicle is traveling on a rough road.

Since only the shift-up is restricted, when the accelerator pedal is depressed for acceleration or the like, the shift-down is promptly performed. Therefore, the driving performance of the vehicle during acceleration does not deteriorate.

Embodiment An embodiment of the present invention will be described below with reference to the drawings.

1 to 3 show an embodiment of an automatic transmission of an automobile to which both the first invention and the second invention are applied. FIG. 1 is a skeleton diagram of a power transmission system, and FIG. Circuit diagram, third
The figure is a flow chart.

First, the outline will be described with reference to FIG. 1. The engine (E) is an engine, and the engine (E) has a crankshaft (1), a torque converter (T), a transmission gear mechanism (M), and a differential device (Df). ) Etc. are connected to the left and right drive wheels (W).

The torque converter (T) is, as is well known, a pump impeller (2), a turbine runner (4) and a stator (5).
The output of the engine (E) input to the pump impeller (2) is output from the turbine runner (4) to the transmission gear mechanism (M) by the action of fluid. This torque converter (T) has a pump impeller (2) and a turbine runner (4).
A direct coupling clutch (Cd) capable of directly coupling the turbine runner (4) and the pump impeller (2) is provided between and. The direct coupling clutch (Cd) is supplied with hydraulic pressure from a hydraulic control circuit described later to directly couple the pump impeller (2) and the turbine runner (4). The details of the torque converter (T), and the details of the speed change gear mechanism (M) and the hydraulic control circuit described below, are set forth in the patent application filed by the applicant of the present application on June 13, 1985. Name of:
A detailed description is given in a specification relating to a direct coupling mechanism control method for a fluid type power transmission device of an automatic transmission for a vehicle, and therefore the following description will be simplified.

In the speed change gear mechanism (M), a main shaft (3) connected to a turbine runner (4) of a torque converter (T) and a counter shaft (16) connected to a differential device (Df) are arranged in parallel. Between the shafts (3) and (16), five gear trains (G ₁ ) and (G ₂ ), which correspond to the number of gears,
(G _3), are juxtaposed _{(G 4), (Gr)} . Gear train for forward first speed (G ₁₎ includes a first speed clutch (C ₁₎ drive gear (17) coupled to the main shaft (3) through, mesh with the gear (17) counter It has a driven gear (18) connectable to the shaft (16) via a one-way clutch (C ₀ ). Similarly, the forward second speed gear train (G ₂ ) includes a drive gear (19) connected to the main shaft (3) via a second speed clutch (C ₂ ), and a counter shaft (16). And a driven gear (20) fixed to the drive gear (19) and meshed with the drive gear (19). The gear train (G ₃ ) for the third forward speed is a drive gear (21) fixed to the main shaft (3). ) And a driven gear (22) which is connected to the counter shaft (16) through the third speed clutch (C ₃ ) and meshes with the drive gear (21), and a gear train for forward fourth speed. (G ₄ ) is a drive shaft (23) connected to the main shaft (3) via the fourth speed clutch (C ₄ ) to the main shaft (3) and a counter shaft (16) via a switching clutch (Cs). And a driven gear (24) connected to the gear (23) and meshing with the gear (23). Further, the reverse gear train (Gr) includes a drive gear (25) provided integrally with the drive gear (23) of the fourth speed gear train (G ₄ ), and the switching clutch (25) on the counter shaft (16). It consists of a driven gear (26) connected via C ₃ ) and an idle gear (27) that meshes with both gears (25) and (26). Each of the above-mentioned clutches (C ₁ ), (C ₂ ),
(C ₃ ) and (C ₄ ) are connected to the hydraulic control circuit and are connected and disconnected according to the hydraulic pressure supplied from the hydraulic control circuit. The switching clutch (Cs) is provided in the middle of the wave gear (24) and the idle gear (27) of the fourth speed gear train (G ₄ ) and is provided in the clutch (Cs).
By shifting the selector sleeve (S) of (s) to the left forward position or the right reverse position in FIG. 1 by the servo piston described later, the driven gear (24) and the idle gear (27) are moved to the counter shaft ( 16) can be selectively linked to. The one-way clutch (C ₀ ) transmits only drive torque from the engine (E) to the drive wheels (W), and does not transmit torque in the opposite direction.

This speed change gear mechanism (M) has its drive gear (17) if only the first speed clutch (C ₁ ) is connected when the selector sleeve (S) is held at the forward position as shown in FIG. ) Is connected to the main shaft (3) to establish the _first gear train (G ₁ ), and torque is transmitted from the main shaft (3) to the count shaft (16) via this gear train (G ₁ ). It If the second speed clutch (C ₂ ) is connected while the first speed clutch (C ₁ ) is still connected, the drive gear (19) is connected to the main shaft (3) and the second speed gear train is connected. (G ₂ ) is established, and torque is transmitted from the main shaft (3) to the counter shaft (16) via the gear train (G ₂ ). At this time, the first speed clutch (C ₁ ) is also engaged, but the first speed clutch (C ₀ ) moves to make
The second speed gear train (G ₂ ) is established instead of the third speed, which is the third speed
The same applies to the fourth speed and the fourth speed. Second speed clutch (C ₂ )
If the 3rd speed clutch (C ₃ ) is engaged and the driven gear (22) is connected to the counter shaft (16) to establish the 3rd speed gear train (G ₃ ), by connecting the clutch fourth speed clutch to release the _{(C 3) (C 4)} ,
The drive gear (23) is connected to the main shaft (3) to establish the fourth speed gear train (G ₄ ). Further, by moving the selector sleeve (S) of the switching clutch (Cs) to the right in FIG. 1,
If only the fourth speed clutch (C ₄ ) is connected, this drive gear (23) is connected to the main shaft (3), the driven gear (24) is connected to the counter shaft (16), and the reverse gear train (Cr ) Is established, and the reverse torque is transmitted from the main shaft (3) to the counter shaft (16) via the gear train (Gr).

The torque transmitted to the counter shaft (16) is transmitted from the output gear (28) provided at the end of the shaft (16) to the large diameter gear (Dg) of the differential device (Df). One end of a speedometer cable (30) is fixed to a gear (29) meshing with a gear (Ds) fixed to the gear (Dg), and a vehicle speed sensor (31) is attached to the other end of the speedometer cable (30). (3) is connected to the speedometer (32) via the magnet (31a), and the speedometer (32) is driven via the gears (Ds), (29) and the cable (30) to display the vehicle speed.
The vehicle speed sensor (31) includes the magnet (31a) and, for example, a reed switch (31b) driven by the magnet (31a), and the reed switch is driven by the magnet (31a) that rotates together with the speedometer cable (30). (31b) is opened and closed.
The OFF signal is supplied to the electronic control unit described later.

FIG. 2 shows a hydraulic control circuit.

In the figure, (P) is the above-mentioned hydraulic pump that discharges the hydraulic oil in the reservoir (R) as pressurization, and the hydraulic pump (P) is a regulator valve (Vr), a manual valve (Vm) and a governor valve ( Discharge pressure oil to Vg). The regulator valve (Vr) has a spool (62a) and a port (60b) that is supplied from the pump (P) with pressure oil and a spring (62b).
In response to the elastic force of the torque converter (T), the on / off valve (230) and the timing valve, a portion of the pressure oil supplied from the pump (P) to the ports (60a) and (60b) from the port (60c). The hydraulic pressure supplied to the manual valve (Vm) and the like is supplied to the reservoir (R) from the port (60d) and is supplied to the (210) to regulate the line pressure (Pl). Note that (25
3) is a relief valve installed in the port (60d) of the regulator valve (Vr).

As is well known, in the torque converter (T), the supplied pressure oil flows from the pump impeller (2) through the stator (5) toward the turbine runner (4), and torque is transmitted through the pressure oil. To do. The oil pressure of the torque converter (T) returns to the reservoir (R) via the pressure maintaining valve (250) and the oil cooler (260). The pressure-holding valve (250) uses the governor pressure (described later) generated by the governor valve (Vg) at the port (250
Guided by b), the spool (251) responds to the governor pressure and the elastic force of the spring (252), giving resistance proportional to the vehicle speed to the pressure oil from the torque converter (T) flowing into the port (250a). From the port (250c) to the reservoir (R). The pressure maintaining valve (250) functions to reduce the internal pressure of the torque converter (T) at the high vehicle speed position.

In the manual valve (Vm), the spool (71) responds to the manual operation of the shift lever, and the parking position (P), the reverse position (R),
Neutral position (N), 4 forward gears (D ₄ ), 4th
Each of the clutches (C ₁ ), (C ₂ ), (C ₃ ), (C) according to the 6 shift positions of the forward three-speed automatic shift position (D ₃ ) excluding the speed and the fixed position (2) of the second speed ₄ ) and each port (70a) to (70n) connected to the servo piston (90) etc. are selectively opened and closed. For example, when the shift lever is operated to the N position, the spool (71) of the manual valve (Vm) closes the port (70b) with the spool (71) in the illustrated position, and all other ports (70a), (70c) to (70c). Connect 70n) to the drain port (EX). Therefore, as is clear from the figure, the clutches (C ₁ ), (C ₂ ), (C ₃ ), 1st speed to 4th speed,
No pressure oil is introduced into (C ₄ ), and these clutches (C ₁ ) to (C ₄ ) are placed in the disengaged state. Also, for example,
When the shift lever is operated to the (D ₄ ) position, the spool (7
1) moves 1 position to the left in the figure, and the servo piston (90),
The port (170c) connected to the first throttle valve (Vt) and the pressure reducing valve (270) and the port (70h) connected to the flow control valve (400) and the non-creep valve (Vc) are connected to the pump (P). The second speed clutch (C ₂ ) and the second shift valve (V ₂ ) are connected to each other (70f). Isolate the port (70k) connected to the 4th speed clutch (C ₄ ) and the timing valve (210) from the port (70m) and (70n) connected to the second shift valve (V ₂ ). Communicate with each other. It should be noted that description of the case where the shift lever is operated to another position is omitted.

Servo piston (90) has its ports (90a), (90
b), (90c), ports (70i), (7) of the manual valve (Vm)
Pressure oil is introduced from 0c) and (70a), and the spool (91a) is in communication with the port (90b), the pressure in the chamber, the pressure in the chamber (90c) and the elasticity of the spring (91b). Displace. In this servo piston (90), the right end in the drawing of the spool (91a) engages with the selector sleeve (S) of the above-mentioned switching clutch (Cs), and the line pressure (Vm) is applied to the port (90b) via the manual valve (Vm). Pl) is introduced, the selector sleeve (S) is held at the position shown in FIG. 1 and the driven gear (24) of the fourth speed gear train (G ₄ ) is moved to the counter shaft (1
8) Connect to.

The governor valve (Vg) guides the discharge oil of the pump (P) to the port (80a), regulates this discharge oil to a pressure (governor pressure (Pg)) proportional to the vehicle speed, and then adjusts the pressure from the port (80b) to the second position. Output to the shift valve (V ₂ ), the modulator valve (220) and the pressure maintaining valve (250).

The throttle valve (Vt) of FIG. 1 has a second spool (102) connected via a spring (103) to a first spool (101) engaged with a cam (104) interlocking with the throttle valve. Displacement driven by the cam (104) together with the spool (101) of No. 1 and regulates the pressure oil supplied from the manual valve (Vm) to the port (100a) to adjust the valve opening of the throttle valve, that is, the accelerator pedal depression amount. A pressure (throttle pressure (Pt)) proportional to is generated at ports (100b) and (100c). The throttle pressure (Pt) generated by the first throttle valve (Vt) is applied to the second accumulator (170), the third accumulator (180) and the fourth accumulator (19).
0), modulator valve (220), on-off valve (230), flow control valve (400), first control valve (160), second control valve (161), third control valve (162) and port. Output to (300e). Also, this first throttle valve (Vt))
Is a port (100d) connected to the _second shift valve (V ₂ ) by displacement of the first spool (101) and a drain port (E
X) to change the flow path area to reduce the shock of shifting during kickdown.

Pressure reducing valve (270) port in what is known (270a) to the manual valve pressure oil to and vacuum port (270b) from the first shift valve of the line pressure introduced from (Vm) (Pl) (V ₁₎ Output to.

In the flow control valve (400), the port (400a) is the first shift valve (V ₁ ), the ports (400b) and (400c) are the manual valves (Vm), and the port (400d) is the throttle valve (Vt). ), The spool (401) is introduced from the throttle valve (Vt), and the throttle pressure (Pt) and spring (40
The flow rate supplied to the _first shift valve (V ₁ ) is adjusted in response to the elastic force of 2). This flow control valve (400) is the first
The amount of oil supplied to the shift valve (V ₁ ) of the
Is controlled proportionally to prevent a plurality of clutches from being in the connected state at the same time to reduce the shift shock.

The first shift valve (V ₁ ) is a port (120a) connected to the pressure reducing valve (270), and is in constant communication with this port (120a).
Port (12b) connected to the solenoid valve (140), the port (120c) opened to the drain (EX) and connected to the second control valve (161), the second shift valve (V ₂ ). Ports (120d), (120e) connected to the drain (EX), a port (120f) connected to the second throttle valve (110) and a port connected to the flow control valve (440) (120g), the spool (121a) responds to the elastic force of the hydraulic springs (121b) of the ports (120a) and (120b) controlled by the first solenoid valve (140), and the port (120c) , (120d), (120e), (120f), (120
g) Selective communication between the two. That is, the spool (121
a) is located at the right end in the figure, and the port (120
c) and (120d) and ports (120e) and (120g) communicate with each other, and at the position where the spool is displaced to the left end in the figure, between ports (120d) and (120g) and port (120g)
There is communication between e) and (120f). The first solenoid valve (140) is
The solenoid (140a) is connected to an electronic control unit described later, and when the solenoid (140a) is energized, the valve is opened to open the port (120b) of the first shift valve (V ₁ ) to the drain (EX).

In the second throttle valve (110), the spool (111) engaged with the cam (113) communicating with the throttle valve is driven by the cam (113) and displaced against the elastic force of the spring (112). The passage area between the port (110a) connected to the _first shift valve (V ₁ ) and the drain port (EX) is continuously changed. This second throttle valve (110) adjusts the pressure of the port (120f) of the first shift valve (V ₁ ) to reduce the shift shock when downshifting from the 4th speed to the 3rd speed. To do.

The second shift valve (V ₂ ) includes a port (130a) connected to the governor valve (Vg), a port (130b) connected to the first throttle valve (Vt), and a first shift valve (V ₁ ) Port (12
Port (130c), the second solenoid valve (15)
Port (130d) connected to 0), port (130e) connected to port (120e) of the first shift valve (V ₁ ),
Port (130f) connected to the port (70f) of the manual valve (Vm), port (70m), (70 of the manual valve (Vm)
n), the port (130g), the port (70a) of the manual valve (Vm), the port (130i), the port opened through the first control valve (160) (130k) and the third It has a port (130h) when it is connected to the speed clutch (C ₃ ), and the spool (131) communicates with the ports (130a) and (130d). Respond to. This second shift valve (V ₂ ) is provided with the spool (131) at the right end position in the drawing,
When the port (131) is at the rightmost position in the figure, the port (130b), port (130h), and port (130c)
And the port (130f), and the port (130g) and the drain port (EX) are communicated, and when the spool (131) is at the left end position in the figure, the port (130c) and the port (130h), the port (130f) communicates with the port (130k), and the port (130e) communicates with the port (130g). In the second shift valve (V ₂ ), the hydraulic pressure of the ports (130 a) and (130 d), that is, the movement of the spool (131) is controlled by the second solenoid valve (150), and the second solenoid valve (150). When the second solenoid valve (150) is closed, the position shown in FIG. Incidentally, (133) is a click motion mechanism for selectively limiting the position of the spool (131).

The non-creep valve (Vc) is a port (300a), (300b) connected to the manual valve (Vm), a port (300c) connected to the manual valve (Vm) via a third solenoid valve (310), It has a port (300d) connected to the first speed clutch (C ₁ ) and a port (300e) connected in parallel with the check valve and the third control valve (162), and the spool (301) has a port (300).
It responds to the pressure difference between a) and (300e) and the elastic force of the spring (302). The spring (302) has a lock nut (3
04) bolts (303) and spools (30)
The elastic force applied to the spool (301) is adjusted by changing the screwing length of the bolt (303). In this non-creep valve (Vc), the port (300c) is closed to communicate between the port (300b) and the port (300d) at the position where the sloop (301) is at the lower end in the figure, and the spool When (301) is at the upper end position in the figure, connect the port (300c) to the drain port (EX). The third solenoid valve (310) is a solenoid, (310a)
Is connected to the electronic control unit and opens when the solenoid (310a) is energized.

The third control valve (162) guides the throttle pressure (Pt) to the port (300e) of the non-creep valve (Vc) when the throttle pressure (Pt) is small, but when the throttle pressure (Pt) is large, the line pressure (Pl) ) Lead.

Timing valve (210) port in communication with the second speed clutch (C ₂₎ (210a), the port that is contacted to the fourth speed clutch (C ₄₎ (210 b), which is contacted to the regulator valve (Vr) The port (210c), the port (210d) connected to the inlet port of the torque converter (T), and the two ports (210e) and (210f) connected to the modulator valve (220).
The spool (211) responds to the elastic force of the spring (212) and the pressure of the ports (210a) and (210b). This timing valve (210) takes the leftmost position in the drawing when the spool (211) moves to the left in the drawing when the second speed clutch (C ₂ ) or the fourth speed clutch (C ₄ ) is in the engaged state. When the second speed clutch (C ₂ ) and the fourth speed clutch (C ₄ ) are in the released state, the spool (211) moves to the right in the drawing to take the illustrated position at the right end in the drawing. The timing valve (210) communicates between the ports (210c) and (210e) at both the left end position and the right end position in the figure, but shuts off the ports (210c) and (210e) during transition. , Port (210f) to drain port (EX)
Be isolated from.

The modulator valve (220) is the first throttle valve (Vt)
Port (220a) where throttle pressure (Pt) is introduced from
Port (220b) where governor pressure (Pg) is introduced from the governor valve (Vg), two ports (220c) and (220d) connected to the timing valve (210), and port connected to the on / off valve (230) (220e) and the port (220f) connected to the direct coupling clutch (Cd), the spool (221) is turned on / off in response to the internal pressure of the direct coupling clutch (Cd), throttle pressure (Pt) and governor pressure (Pg). Pressure proportional to the vehicle speed and the valve opening of the throttle valve is output to the valve (230).

The on / off valve (230) is connected to the first throttle valve (Vt) to introduce the throttle pressure (Pt) into the port (230).
a), the port connected to the regulator valve (Vr) (230
b), a port (230c) connected to the inlet port of the torque converter (T), a port (230d) connected to the piston pressure chamber of the direct coupling clutch (Cd), and a port (230e connected to the modulator valve (220). ), The spool (231) has throttle pressure (Pt) and spring (232)
Responds to the elastic force of. This on / off valve (230) connects the port (230a) to the drain port (EX) and connects the ports (230b) and (230c) directly during idle operation of an engine with a low throttle pressure (Pt). The amount of oil supplied to the torque converter (T) is increased while releasing the clutch (Cd).

The direct coupling clutch (Cd) is controlled by the fourth solenoid valve (240) whose piston pressure chamber is in communication with the fourth solenoid valve (240). The fourth solenoid valve (240) is a solenoid (240
When (a) is connected to the electronic control unit and the solenoid (240a) is energized, the port (241) connected to the direct coupling clutch (Cd) is opened to the drain port (EX) and the direct coupling clutch (Cd) is released. Move to the state side.

The second speed clutch (C ₂ ) is connected in parallel with the second accumulator (170), and the third speed clutch (C ₃ ) is connected in parallel with the third accumulator (180) and the first control valve (160). The fourth speed clutch (C ₄ ) is connected in parallel with the fourth accumulator (190) and the second control valve (161). As is well known, each accumulator (17
0), (180), and (190) reduce shift shock, and the first control valve (160) and the second control valve (161) determine the characteristics when the clutch is released. In addition, in FIG. 2, (CH) represents a diaphragm.

(800) is an electronic control unit equipped with a one-chip microcomputer, etc. This electronic control unit (800) stores the shift schedule in ROM and detects the vehicle speed by the aforementioned vehicle speed sensor (31) and throttle valve valve. The solenoid valves (140), (150), (240), (31) together with various sensors such as an accelerator sensor (803) for detecting the opening degree and a stroke sensor (804) for detecting the depression operation of the accelerator pedal.
0) etc. are connected and the energization control of the solenoid valve is performed based on the output signal of each sensor.

In this embodiment, the depression amount of the accelerator pedal is detected as an index of the output of the engine (E). For example, the opening degree of the throttle valve (throttle valve) of the engine (E) and the suction negative pressure of the engine (E). Alternatively, it goes without saying that the output of the engine (E) can be represented by detecting the injection amount of EFI or the like.

Such an automatic transmission has a solenoid (140) for the first and second solenoid valves (140), (150) as shown in the table below.
a) and (150c) are selectively energized by the electronic control unit (800) to open the valves, and the clutches (C ₁ ), (C ₂ ),
(C _3), to establish according to the degree of opening of the first speed fourth speed vehicle speed and the throttle valve the gear position one of the of the (C ₄₎ controls to the transmission gear mechanism (M).

Next, the operation of this embodiment will be described.

The automatic transmission of this automobile is controlled by the electronic control unit (800) repeatedly executing a series of processes shown in the flowchart of FIG. 3 at a predetermined cycle.

First, when the ignition switch is turned on, the CPU of the electronic control unit (800) is initialized in step (P ₁ ). Next step (P ₂ )
Then, it is determined whether or not the engine (E) is operating by itself, that is, the rotation speed (Ne) of the engine (E) is a predetermined rotation speed (Ne ₀ ) (for example, 300 [rp]
m.]) is exceeded, and the engine (E) rotational speed (Ne) exceeds a predetermined rotational speed (Ne ₀ ) and the engine (E) is in operation Step (P ₃ ) The engine (E) rotation speed (Ne) is equal to the predetermined rotation speed (N).
If e ₀ ) or less, proceed to step (P ₄ ). In this step (P ₄ ), all solenoid valves (140), (150), (24
0) and (310) are turned off and all other outputs are stopped.

In step (P _3), it reads the input data from various sensors such as a vehicle speed sensor (31), the input data processing of the storage of the input data in the following step (P _5). Then, in the next step (P ₆ ), a map search is performed for the target shift speed based on the shift schedule based on the detected vehicle speed and the valve opening of the slot valve. Thereafter, in step (P ₇ ), it is determined whether or not gear shifting is performed, that is, whether or not the target gear is the same as the current gear and the target gear is the same as the current gear. The process proceeds to step (P ₈ ) where it is determined that gear shifting is not performed, and processing for maintaining the current gear is performed, and when it is determined that gear shifting is performed when the target gear is different from the current gear, step (P ₈ ) Go to ₉ ).

In step (P ₉₎ determines whether the depression operation of the accelerator pedal is frequently. In this step (P ₉ ), whether or not the accelerator pedal is depressed frequently is first judged by whether or not the accelerator pedal blowing amount is changed from the output signal of the stroke sensor (804), that is, the accelerator pedal is depressed. It is determined based on the length of the time interval of this stepping operation or the number of times in the pipe at a certain time. If it is determined in this step (P ₉ ) that the accelerator pedal is not depressed frequently, the step (P ₁₀ )
Set a predetermined time (T ₁ ) in the timer (T) with, and in the step (P ₁₁ ) when it is judged that the accelerator pedal is depressed frequently, the time (T ₁ ) is set from the above time (T ₁ ). Set a long predetermined time (T ₂ (T ₂ > T ₁ )).

In the following step (P ₁₂ ), it is determined whether or not the target shift speed is a shift speed higher than the current shift speed, that is, whether or not to shift up. If it is determined in this step (P ₁₂ ) that the shift-up will be performed, the process proceeds to step (P ₁₃ ), and if it is determined that the shift-up is not performed, that is, the shift-down is performed, the process proceeds to step (P ₁₄ ). Step In (P _13), is established in the timer (T) period _{(T 1), (T 2} )
Hold the shift-up command for this time (T ₁ ), (T ₂ )
After the lapse of time, a shift-up command, that is, a command to set the shift speed to the target shift speed is output. In this way, even if the accelerator pedal depression amount is changed by the driver's depression operation and a target gear shift speed higher than the deceleration gear is commanded, this command is issued for a predetermined time (T ₁ ) and (T ₂ ) are reserved and shift-up is prohibited, so there is no shift-up during this time (T ₁ ) and (T ₂ ). Even if the driver suddenly and unintentionally depresses the accelerator pedal, the shift-up is not performed, the frequency of shifting is reduced, the riding comfort is improved, and the clutch is prevented from generating heat. further,
The times (T ₁ ) and (T ₂ ) for prohibiting the above-mentioned shift up are determined according to the operation frequency of the accelerator pedal, and when the frequency becomes high, a long time (T ₂ ) is set. As a result, riding comfort can be further improved, and heat generation in the clutch can be prevented.

In step (P _14), a command to upshift prohibition in a is whether or shift-up to determine whether a pending, if it is determined not to be the pending command upshift step ( proceeds to P _15), the process proceeds when it is determined that the pending instruction shift up to step (P _16).
In step (P ₁₅ ), a command for downshifting, that is, a command to set the shift speed to the target shift speed is output. Step (P
In ₁₆₎ resets the timer (T), it outputs a command for downshifting the same manner as above in the subsequent step (P ₁₇₎ Step (P _15). However, the above step (P ₁₇ ) includes downshifting from the gear stage at the command stage where the command is being held. In this way, the downshift command is not suspended and is performed immediately after the accelerator pedal is depressed, so that acceleration / starting can be performed quickly, and the motor performance of the vehicle does not deteriorate. Then, in step (P ₁₈ ), output processing such as energization is performed based on the processing results in the above steps, and thereafter, a series of processing from step (P ₂ ) is repeated.

(Effects of the Invention) As described above, in the automatic transmission for a vehicle according to the present invention, the shift-up that prohibits the shift-up is performed from the time when the depression amount of the accelerator pedal changes until the preset prohibition time elapses. In addition to the provision of prohibition means, the shift-up prohibition time is set to a longer prohibition time as the accelerator operation frequency becomes higher, so that it is unnecessary due to the driver's unintentional accelerator operation accompanying traveling on a rough road, for example. It is possible to effectively prevent the shift up. Therefore, riding comfort is not impaired due to unnecessary gear shifting, and unnecessary clutch operation can be eliminated.

Further, since only the shift-up is restricted, when the accelerator pedal is depressed for acceleration or the like, the shift-down is promptly performed. Therefore, the driving performance of the vehicle during acceleration can be secured.

[Brief description of drawings]

1 to 3 show an automatic transmission of an automobile according to an embodiment of the first and second inventions, FIG. 1 is a frame diagram of a power transmission system, FIG. 2 is a hydraulic circuit diagram, and FIG. The figure is a flow chart. E ...... engine Cd ...... coupled clutch T ...... torque converter M ...... transmission gear mechanism _{C 1, C 2, C 3} , C 4, C 5 ...... clutch 31 ...... vehicle speed sensor 140,150,240,310 ...... solenoid valve 800 ...... Electronic control unit 803 ... Accelerator sensor

Front Page Continuation (72) Inventor Satoshi Terayama 1-4-1 Chuo, Wako-shi, Saitama Inside of Honda R & D Co., Ltd. (56) References JP-A-60-211155 (JP, A) JP-A-60- 252852 (JP, A)

Claims (1)

[Claims] 1. A vehicle speed and a valve opening of a throttle valve are detected, and each element of a speed change gear mechanism is selectively connected and disconnected at a shift point determined by a vehicle speed and a valve opening of a throttle valve according to a predetermined shift schedule. In an automatic transmission device for a vehicle that shifts gears, a stroke sensor for detecting a depression amount of an accelerator pedal, an accelerator operation frequency determining means for determining an accelerator operation frequency based on the depression amount detected by the stroke sensor, and an accelerator A prohibition time setting means for setting a longer prohibition time as the accelerator operation frequency judged by the operation frequency judgment means is higher, and a prohibition time set by the prohibition time setting means from the time when the depression amount detected by the stroke sensor changes. An automobile equipped with shift-up prohibition means for prohibiting shift-up during Automatic transmission.