JPH081246B2 - Automatic transmission gear loss handling method - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a gear disengagement processing method for an automatic transmission in which a counter shaft selecting clutch is turned on / off and an actuator is used to shift gears in the same hydraulic circuit.

[0002]

2. Description of the Related Art In this type of automatic transmission, a method has been developed in which pressure oil of an actuator is released after a gear shift is completed, and a gear shift gear position is held only by a detent spring mechanism. Compared to the method of holding the gear position for shifting with the supply of, the wear of the shift arm and the clutch for gear selection is reduced,
The durability can be improved.

[0003]

In this type of speed change gear mechanism, there is a mechanical distance between the gear meshing portion and the gear selecting clutch portion, and a moment load is generated during transmission of power, with the distance being the arm length. , Depending on the power transmission direction, gear pull-out thrust may occur. In order to counter this drop-out thrust, reverse taper teeth are used in the gear selection clutch and a structure that theoretically gives a suction force greater than the gear pull-out thrust is adopted.However, external force such as excessive vibration that is unexpected Is added, gear disengagement may occur.

[0004]

SUMMARY OF THE INVENTION According to the present invention, an actuator is provided with a detection mechanism for detecting a gear disengagement so that the above gear disengagement phenomenon can be favorably reshifted to the original shift stage without power loss. Is connected to the counter shaft selection clutch switching valve by the control circuit, the counter shaft selection clutch on the side where the gear loss occurs when the detection mechanism detects gear loss is turned off, and the other counter shaft selection clutch is a half clutch. Then, while the gear of the other counter shaft previously shifted by the shift map is running with the half clutch as it is, the counter shaft in which the gear has been disengaged is reshifted to the original shift stage, and then the half clutch state is changed. The counter shaft selecting clutch is turned off, and the re-shifted counter shaft selecting clutch is turned on via a half clutch. It is set to.

[0005]

FIG. 4 is a skeleton diagram of a multi-stage automatic transmission with a compound clutch for a vehicle according to the present invention.
It is configured to shift at high speed. The input shaft 2 is composed of the output shaft of the torque converter 3, and the output shaft 4 of the transmission 1 is arranged in line with the input shaft.
Two first and second counter shafts 5 and 6 are arranged in parallel with the two input shafts and the output shaft 4, and the first counter shaft 5 has:
A gear 7, a fifth speed shifting spur gear 8, a third speed shifting spur gear 9, a first speed shifting spur gear 10, and a reverse speed shifting spur gear 11 are provided. It is rotatably fitted. Further, the first counter shaft 5 includes a gear 7 and a first counter shaft 5
And a state in which the first counter shaft selecting clutch 12 that switches between a state in which the connection with and the state in which these are released are connected, a state in which the speed change spur gear 8 for the fifth speed and the first counter shaft 5 are connected, and A gear selection clutch 13 for switching between a state in which the third speed shifting spur gear 9 and the first counter shaft 5 are coupled and a state in which these couplings are released, and a first speed shifting spur gear 10. A gear selection clutch 14 for switching between a state in which the first counter shaft 5 is connected, a state in which the reverse speed changing spur gear 11 and the first counter shaft 5 are connected, and a state in which these connections are released are attached. Has been.

The second counter shaft 6 has a gear 16 and a sixth gear.
Speed changing spur gear 17 and fourth speed changing spur gear 1
8 and a transmission spur gear 19 for the second speed are rotatably fitted. Further, the second counter shaft 6 has a second counter shaft selection clutch 20 that switches between a state in which the gear 16 and the second counter shaft 6 are connected and a state in which these connections are released, and a shift for the sixth shift. For connecting the second spur gear 17 and the second counter shaft 6 and the fourth spur gear 18 for shifting.
And a second counter shaft 6 are connected to each other and a connection between them is released.
And a gear selection clutch 22 that switches between a state in which the second speed changing spur gear 19 and the second counter shaft 6 are connected and a state in which these connections are released.

A gear 23 meshing with the gear 7 and a gear 24 meshing with the gear 16 are fitted and fixed to the input shaft 2 of the transmission 1, and the output shaft 4 of the transmission 1 has a fifth gear. A gear 25 that meshes with the speed changing spur gear 8 and the sixth speed changing spur gear 17, and a gear 25 that meshes with the third speed changing spur gear 9 and the fourth speed changing spur gear 18. A gear 26, a gear 27 that meshes with the first speed shifting spur gear 10 and the second speed shifting spur gear 19, and a gear 28 are fitted and fixed,
The gear 28 is meshed with an intermediate gear 29 that meshes with the reverse transmission spur gear 11. Counter shaft selection clutch 1
2, 20 and gear selection clutches 13, 14, 21, 2
2 is controlled via the hydraulic circuit of FIG. 1 controlled by the control circuit 170 of FIG. The torque converter 3 has a lockup clutch 30.

FIG. 1 is an overall schematic view of a hydraulic circuit of a multi-stage automatic transmission for a vehicle according to the present invention. In one hydraulic circuit, counters for turning on and off counter shaft selecting hydraulic clutches 12, 20 are respectively provided. Axis selection clutch electromagnetic switching valves 54, 51 and gear selection clutches 14, 13, 21,
Hydraulic actuators 10 for driving the respective 22
2, 105, 108, 112 and the gear selection clutch driving pressure oil supply passage 132 to the respective actuators 102, 1
In order to selectively drain the hydraulic oil in each of the actuators 102, 105, 108, 112, and the electromagnetic switching valves 49, 39 for supplying the hydraulic oil for gear selection that turn the hydraulic oil to 05, 108, 112 on and off. Solenoid switching valves 64, 67, 6
8 and switching valves 86, 82, 84, 76, 79, 77, 7
3 and the like, and electromagnetic switching valves 68, 67, 64, 51,
54 and 55 are on / off controlled according to the program of the control circuit 170. The one gear selection pressure oil supply switching valve 39 is used for the fourth and sixth speed actuators 10.
Pressure oil is sent to the eighth and second speed actuators 112, and the other gear selection pressure oil supply switching valve 49 sends pressure oil to the first speed, reverse actuator 102 and third and fifth speed actuators 105. .

2 and 3 are enlarged detail views of the left and right portions of FIG. 1, respectively. One end of a pipe 32 is connected to the discharge port of the main pump 31 driven by the engine in FIG. Is provided with pressure regulating valves 33 and 34. Pipes 35, 36 and 37 are branched from between the main pump 31 and the pressure adjusting valve 33 of the pipe 32.
Is connected to the pressure regulating valve 38. The pipe 36 is connected to the port 39a of the gear selection pressure oil supply switching valve 39, and the pipe 36 allows passage of pressure oil only from the pipe 32 side to the gear selection pressure oil supply switching valve 39. The check valve 41 is installed. Pipes 42 and 43 branch from between the check valve 41 of the pipe 36 and the gear selection pressure oil supply switching valve 39, and the pipe 42 serves as a discharge port of an auxiliary pump 45 driven by a transmission 44. It is connected. A check valve 46 which allows passage of pressure oil only from the auxiliary pump 45 side to the pipe 36 side is provided in the pipe 42. A pipe 47 branches from between the auxiliary pump 45 and the check valve 46 of the pipe 42, and the pipe 47 is connected to the pressure regulating valve. The pipe 43 is connected to the port 49a of the gear selection pressure oil supply switching valve 49.

The pipe 37 is connected to the port 51a of the counter shaft selecting clutch electromagnetic switching valve 51, and the pipe 37
The pipes 52 and 53 are branched from. The pipe 52 is connected to the port 54a of the counter shaft selecting clutch electromagnetic switching valve 54, and the pipe 53 is connected to the port 55a of the lockup clutch electromagnetic switching valve 55. One end of a pipe 56 is connected to the port 51b of the counter shaft selecting clutch electromagnetic switching valve 51, and the other end of the pipe 56 is connected to the counter shaft selecting clutch 20 for the second counter shaft 6. Counter shaft selection clutch solenoid switching valve 5
One end of the pipe 58 is connected to the port 54b of No. 4, and the other end of the pipe 58 is connected to the counter shaft selecting clutch 12 for the first counter shaft 5. Solenoid switching valve 55
One end of the pipe 61 is connected to the port 55b of
The other end of the pipe 61 is connected to the lockup clutch 30.

Pressure adjusting valve 33 and pressure adjusting valve 3 of the pipe 32
Pipes 62 and 63 are branched from between 4 and
Is connected to the hydraulic oil inlet of the torque converter.
One end of a pipe 69 is connected to the hydraulic oil outlet of the torque converter 3, and a filter 71 is interposed in the pipe 69. The pressure oil that has flowed to the end portions of the pipes 32 and 69 returns to the tank after passing through various lubricating portions.

In FIG. 3, the pipe 62 is connected to the port 64a of the electromagnetic switching valve 64. Pipe 6 from pipe 62
5, 66 are branched, and the pipe 65 is connected to the port 67 a of the electromagnetic switching valve 67. The pipe 66 is connected to the port 68a of the electromagnetic switching valve 68. Solenoid switching valve 64
One end of the pipe 72 is connected to the port 64b of
The other end of the pipe 72 is connected to the control port 73a of the switching valve 73. Pipes 74 and 75 are branched from the pipe 72, and the pipe 74 is connected to the control port 76 a of the switching valve 76. The pipe 75 is the control port 77a of the switching valve 77.
It is connected to the. A pipe 78 branches off from the pipe 74, and the pipe 78 is connected to a control port 79 a of a switching valve 79. A pipe 8 is attached to the port 67a of the electromagnetic switching valve 67.
1 is connected to one end, and the other end of the pipe 81 is connected to the switching valve 8
2 is connected to the control port 82a. A pipe 83 branches from the pipe 81, and the pipe 83 is connected to a control port 84 a of a switching valve 84. One end of a pipe 85 is connected to the port 68b of the electromagnetic switching valve 68, and the other end of the pipe 85 is connected to the control port 86a of the switching valve 86.

One end of a pipe 87 is connected to the port 86b of the switching valve 86, and the other end of the pipe 87 is connected to the port 82b of the switching valve 82. Pipe 8 to pipe 8
8 is branched, and the pipe 88 is the port 84 of the switching valve 84.
connected to b. One end of the pipe 89 is connected to the port 86c of the switching valve 86, and the other end of the pipe 89 is connected to the port 82c of the switching valve 82. A pipe 91 is branched from the pipe 89, and the pipe 91 is connected to the port 84c of the switching valve 84. Port 82 of switching valve 82
One end of the pipe 92 is connected to d, and the other end of the pipe 92 is connected to the port 73b of the switching valve 73. A pipe 93 is branched from the pipe 92, and the pipe 93 is connected to the port 77b of the switching valve 77. One end of the pipe 94 is connected to the port 82e of the switching valve 82, and the other end of the pipe 94 is connected to the port 73c of the switching valve 73. The pipe 95 is branched from the pipe 94, and the pipe 95
Is connected to the port 77c of the switching valve 77. One end of the pipe 96 is connected to the port 84d of the switching valve 84, and the other end of the pipe 96 is connected to the port 79b of the switching valve 79. A pipe 97 is branched from the pipe 96,
The pipe 97 is connected to the port 76b of the switching valve 76. One end of a pipe 98 is connected to the port 84e of the switching valve 84, and the other end of the pipe 98 is connected to the port 7 of the switching valve 79.
9c is connected. A pipe 99 branches from the pipe 98, and the pipe 99 is connected to the port 76c of the switching valve 76.

The pipe 101 is connected to the port 76d of the switching valve 76.
Is connected, and the other end of the pipe 101 is connected to the port 102b of the actuator 102 for driving the first and reverse gear selection clutches 14. Switching valve 7
The port 79d of No. 9 is connected to one end of the pipe 103, and the other end of the pipe 103 is connected to the port 102d of the actuator 102. Port 79e of switching valve 79
Is connected to one end of a pipe 104, and the other end of the pipe 104 is connected to a port 105d of an actuator 105 for driving the gear selection clutch 13 for the third and fifth speeds. The pipe 10 is connected to the port 77d of the switching valve 77.
6 is connected to one end, and the other end of the pipe 106 is connected to the port 105b of the actuator 105. One end of a pipe 107 is connected to the port 77e of the switching valve 77, and the other end of the pipe 107 is an actuator 108 for driving the gear selection clutch 21 for the fourth and sixth speeds.
Connected to the port 108d. One end of the pipe 109 is connected to the port 73d of the switching valve 73, and the other end of the pipe 109 is connected to the port 108b of the actuator 108.
It is connected to the. One end of the pipe 111 is connected to the port 73e of the switching valve 73, and the other end of the pipe 111 is connected to the port 112d of the actuator 112 for driving the gear selection clutch 22 for the second speed.

The electromagnetic selector valve 3 for supplying pressure oil for gear selection shown in FIG.
9, one end of the pipe 113 is connected to the port 39c, and the other end of the pipe 113 is connected to the port 112a of the actuator 112 in FIG. A throttle 114 is provided in the pipe 113. The pipe 1 is connected between the gear selection pressure oil supply electromagnetic switching valve 39 and the throttle 114.
15, 116 are branched, and the pipe 115 is connected to the port 112c of the actuator 112. Piping 1
A diaphragm 117 is interposed in the valve 15. The pipe 116 is connected to the port 108a of the actuator 108, and the pipe 116 is provided with a throttle 118. The pipe 11 is between the pipe 113 and the throttle 118.
9 is branched, and the pipe 119 is connected to the actuator 108.
Is connected to the port 108c. A diaphragm 121 is provided in the pipe 119. One end of the pipe 122 is connected to the port 49c of the gear selection pressure oil supply electromagnetic switching valve 49 of FIG. 2, and the other end of the pipe 122 in FIG. 3 is connected to the port 105a of the actuator 105. A throttle 123 is interposed in the pipe 122. Pipes 124 and 125 are branched from the pipe 122 between the gear selection pressure oil supply electromagnetic switching valve 49 and the throttle 123.
4 is connected to the port 105c of the actuator 105. A throttle 126 is interposed in the pipe 124.
The pipe 125 is connected to the port 102a of the actuator 102, and the pipe 125 is provided with a throttle 127. A pipe 128 branches from between the pipe 122 of the pipe 125 and the throttle 127, and the pipe 128 is connected to the port 102c of the actuator 102. A throttle 129 is interposed in the pipe 128.

Pipes 37, 52, 56 and 58 of FIG. 2 guide the pressure oil discharged from the main pump 31 to actuate the counter shaft selecting hydraulic clutches 12 and 20 to drive the counter shaft selecting clutch driving hydraulic oil. The supply path 131 is configured, and the pipes 36, 43, 113, 122, 115, 11
Reference numerals 6,119,124,125,128 guide the pressure oil discharged from the main pump 31 to the actuators 102,10.
5, 108, 112 via the gear selection clutch 13,
A gear selection clutch drive pressure oil supply path 132 for operating the gears 14, 21, 22 is configured. The oil pressures of the counter shaft selecting clutch driving pressure oil supply passage 131 and the gear selecting clutch driving pressure oil supply passage 132 are set to the pressure adjusting valve 3.
3 is set to about 20 kg / cm2, and the hydraulic pressure of the pipe 63 is set to about 2 to 5 kg / cm2 by the pressure adjusting valve 34. The discharge pressure of the auxiliary pump 45 is set to about 40 kg / cm 2.

The switching valves 86, 84, 82, 76, 7 of FIG.
9, 77 and 73 are solenoid switching valves 68, 67 and 64 turned on.
Decode circuit 133 of code number instructed by turning off
Is composed. That is, the code number [11] issued from the control circuit 170 to the electromagnetic switching valves 68, 67, 64.
If the drive current is supplied to all the solenoids of the electromagnetic switching valves 68, 67, 64 by the signal 1], the pipe 101 communicates with the drain passage, and the signal [110] causes the solenoids of the electromagnetic switching valves 68, 67 to operate. When the drive current is supplied, the pipe 103 communicates with the drain flow passage, and when the drive current is supplied to the solenoids of the electromagnetic switching valves 68 and 64 by the signal [101], the pipe 107 communicates with the drain flow passage and the signal [ 100]
When a drive current is supplied to the solenoid of the solenoid operated directional control valve 68 by the, the pipe 109 communicates with the drain passage, and the signal [01
If the drive current is supplied to the solenoids of the electromagnetic switching valves 67 and 64 by [1], the pipe 111 communicates with the drain flow path. If the drive current is supplied to the solenoid of the electromagnetic switching valve 67 by the signal [010], the pipe 106 is connected. Communicates with the drain channel,
When a drive current is supplied to the solenoid of the solenoid operated directional control valve 64 by the signal [001], the pipe 104 communicates with the drain passage, and the solenoid operated directional control valve 6 is sent by the signal [000] as shown in the figure.
If the drive current is not supplied to the solenoids 8, 67, 64, the pipe 144 connected to the port 76e of the switching valve 76
Communicate with the drain flow path. The pipe 144 is for neutral and parking range.

FIG. 5 shows actuators 102, 1105.
FIG. 2 is a cross-sectional view for explaining a specific example of 108, 112. For example, in a casing 135 of the actuator 102 for driving the first and reverse gear selection clutches 14, a small diameter oil chamber 136 and a large diameter oil chamber 136 are provided. A chamber 137 is formed, and the oil chamber 136 communicates with the throttle 127 (FIG. 3) via the pipe 125 and the switching valve 79 via the pipe 103.
(Fig. 3). A piston 138 slidable in the axial direction is arranged in the oil chamber 136.
The shift rod 139 projects from one end of the piston 38, and the small diameter portion 138 a projects from the other end of the piston 138.
A piston 141 slidable in the axial direction is arranged in the oil chamber 137, and the piston 141 is fitted on the outer periphery of the small diameter portion 138a so as to be slidable in the axial direction. A shift arm 142 for driving the gear selection clutch 14 is provided at the tip of the shift rod 139 so as to project therefrom. Shift rod 13
Grooves 139a, 139b, and 139c are formed in the groove 9. The shift rod 139 is fitted in one of the grooves 139a, 139b, and 139c in the vicinity of the shift rod 139 as a detent spring mechanism. A detent ball spring 143 that locks is installed.

In the vicinity of the shift rod 139, a first speed detection limit switch 160 and a reverse movement detection limit switch 161 are arranged at predetermined intervals in the rod length direction, while a switch pressing force is applied to the tip of the shift rod 139. Projections 149 are provided. The first speed detection limit switch 160 is turned on when the shift rod 139 moves to the left and is shifted to the first speed and the projection 149 comes into contact with or comes close to the projection 149, and is turned off when the projection 149 is separated. Is configured. The reverse detection limit switch 161 is configured so that the projection 149 comes into contact with or comes close to the shift rod 139 when the shift rod 139 moves to the right and shifts to the reverse direction, and turns off when the projection 149 is separated. There is.

In FIG. 5, the oil pressure in the oil chambers 136 and 137 is at a high level, the piston 141 is pushed to the right and the piston 138 is pushed to the left, so that the movement of the piston 138 is restricted by the piston 141. ing. Therefore, the gear selection clutch 14 is maintained in the neutral state. The oil pressure in the oil chamber 137 remains at the high level and the oil chamber 13
When the hydraulic pressure of 6 goes to a low level, the piston moves to the right and the gear is moved backward, and the detent ball spring 143
Fit into the groove 139a. In this state, even if the oil pressure in the oil chamber 137 becomes low level, the detent ball spring 14
3 keeps the reverse. Conversely, when the oil pressure in the oil chamber 136 remains at the high level and the oil pressure in the oil chamber 137 becomes the low level, the piston 138 pushes the piston 141 to move to the left, the first speed is changed, and the detent ball spring 1
43 fits in the groove 139c. In this state, the first speed is maintained by the detent ball spring 143 even if the oil pressure in the oil chamber 136 becomes low level.

Incidentally, the other actuators 105, 1 shown in FIG.
08 and 112 also have the same structure and are provided with detent ball springs 143 for holding the shift rods 150, 151 and 152 in predetermined gear positions, respectively, and the fifth speed and the third speed with respect to the shift rod 150. The speed detection limit switches 162 and 163 are arranged, and the sixth speed and the fourth speed detection limit switches 1 are arranged with respect to the shift rod 151.
64 and 165 are arranged, and the second speed detection limit switch 166 is arranged with respect to the shift rod 152.

FIG. 6 shows the limit switches 160, 16
1, 162, 163, 164, 165, and 166 are schematic wiring diagrams, in which limit switches 160, 161, 162, and 163 for the first, reverse, fifth, and third speeds are connected to each other via a control circuit 170. The limit switches 160, 161, 16 are connected to the solenoid of the counter shaft selecting clutch electromagnetic switching valve 54 and the solenoid of the gear selecting pressure oil supplying electromagnetic switching valve 49 corresponding to the counter shaft 5.
When any one of the Nos. 2 and 163 is turned on upon detecting the completion of the gear shift and the other is turned off, it is input to the control circuit 170 to turn on the solenoid of the gear selection pressure oil supply electromagnetic switching valve 49. It energizes to close it and shut off the supply of pressure oil to the actuators 102, 105. At the same time, in the shift map of FIG. 11 or FIG. 12, which will be described later, in the first, reverse, fifth or third speed range, the solenoid of the counter shaft selecting clutch electromagnetic switching valve 54 is energized to turn on the solenoid of FIG. When the counter shaft selecting clutch 12 is turned on and the solenoid of the counter shaft selecting clutch electromagnetic switching valve 54 is kept in the non-energized state during the shift speed range of the sixth speed, the fourth speed or the second speed, the counter of FIG. Axis selection clutch 1
Keep 2 off. On the contrary, when none of the limit switches 160, 161, 162, 163 in FIG.
When 0, the solenoid of the counter shaft selection clutch electromagnetic switching valve 54 is de-energized, and the counter shaft selection clutch 12
Is turned off. At the same time, the gear selection pressure oil supply electromagnetic switching valve 49 is de-energized and opened to supply pressure oil to the actuators 102, 105.

The limit switches 164, 165, 166 for the sixth, fourth, and second speeds are electromagnetically coupled to the counter shaft selection clutch corresponding to the second counter shaft 6 via the control circuit 170 via the control circuit 170. The limit switches 164, 165, 16 are connected to the solenoid of the switching valve 51 and the solenoid of the gear selection pressure oil supply electromagnetic switching valve 39.
When any one of the Nos. 2 and 166 is turned on when the completion of the shift is detected and the rest is turned off, it is input to the control circuit 170 to turn on the solenoid of the gear selection pressure oil supply electromagnetic switching valve 39. It is energized to close it and cut off the supply of pressure oil to the actuators 108, 112. At the same time, in the shift map of FIG. 11 or 12, which will be described later, in the sixth, fourth, or second speed range, the solenoid of the counter shaft selecting clutch electromagnetic switching valve 51 is energized to turn on the solenoid of FIG. Turn on the counter shaft selection clutch 20,
During the first, reverse, fifth or third speed range, the solenoid of the counter shaft selecting clutch electromagnetic switching valve 51 is kept in a non-energized state, and the counter shaft selecting clutch 20 of FIG.
Keep off. On the contrary, when none of the limit switches 164, 165, 166 of FIG. 6 detects the completion of the shift, the control circuit 170 deenergizes the solenoid of the counter shaft selecting clutch electromagnetic switching valve 51. The counter shaft selecting clutch 20 is turned off. At the same time, the electromagnetic switching valve 39 for supplying pressure oil for gear selection
Is de-energized and opened to open the actuators 108,
The pressure oil is supplied to 12.

7 and 8 show shift maps for the first, third, and fifth speeds corresponding to the first counter shaft 5, FIG. 7 for upshifting, and FIG. 8 for downshifting. , The gears on the first counter shaft 5 are shifted based on this map. 9 and 10 show shift maps for the second, fourth and sixth speeds corresponding to the second counter shaft 6, respectively.
Is for shifting up, and FIG. 10 is for shifting down, and the gears on the second counter shaft 6 are shifted based on this map. 11 and 12 show shift maps as a whole, and the vehicle travels based on these shift maps.

In FIG. 6, the control circuit 170 is composed of, for example, a microcomputer, and includes RAM, RO.
A memory including M, etc., for storing programs and various data, and a CPU for performing various calculations based on the programs. The memory of the control circuit 170 includes a storage unit that stores the above shift maps, and when acceleration or the like is performed, the first and second counter shafts 5 and 6 are set based on the shift-up shift maps of FIGS. Select each shift gear, and shift map and limit switch 1 in FIG.
On / off of the counter shaft selecting clutches 12 and 20 is selected based on the signals of 60, ..., 166. When the vehicle is decelerating or the like, the shift gears on the first and second counter shafts 5 and 6 are selected based on the shift-up shift maps of FIGS. 8 and 10, and the shift map and limit switch of FIG. 12 are selected. On / off of the counter shaft selecting clutches 12 and 20 is selected based on the signals of 160, ..., 166. Although not shown, output signals from the vehicle speed sensor and the throttle opening sensor are input through the interface.

Next, the operation will be described. When the engine is started in the neutral range or the parking range,
The hydraulic pressure from the main pump 31 rises. Therefore, 20 kg / cm 2 is applied to the counter shaft selecting clutch driving pressure oil supply passage 131 and the gear selecting clutch driving pressure oil supply passage 132.
A certain amount of pressure oil is supplied. At this time, the electromagnetic switching valves 51, 5
The solenoids 4, 55 are not energized, the electromagnetic switching valves 51, 54, 55 are closed, and the counter shaft selecting hydraulic clutches 20, 12 and the lockup clutch 30 are off. There is. Further, the electromagnetic switching valves 49, 39 for supplying pressure oil for selecting gears are kept open without being energized, and the switching valves 49, 3 for supplying pressure oil for selecting gears 49, 3 are selected.
Via the actuators 102, 105, 108, 1
Pressure oil is supplied to each of the 12 oil chambers. And the electromagnetic switching valve 6
Since the solenoids of 8, 67, 64 are not energized, only the pipe 144 is in communication with the drain passage, and therefore the shift rods 139, 150, 151, 152, 153 of the actuators 102, 105, 108, 112 are All are compulsory neutral positions. That is, all the gear selection clutches 13, 14, 21, 22 are in the neutral state. Further, the lockup clutch 30 and the counter shaft selecting clutches 12 and 20 are not connected.

When the control circuit 170 outputs the first speed shift signal [110] to the electromagnetic switching valves 68, 67, 64 according to the shift map of FIG. 7, the solenoids of the electromagnetic switching valves 68, 67 are energized and the pipe 103 is connected. Is communicated with the drain passage, the shift rod 139 of the actuator 102 moves to the left, the gear selection clutch 14 is switched to the first speed side, and the speed is changed to the first speed. After the synchronization, the projection 149 of the shift rod 139 comes into contact with or comes close to the first speed detection limit switch 160 at the same time as the shift is completed,
The first speed detection limit switch 160 is turned on. As a result, a signal is transmitted to the gear selection pressure oil supply electromagnetic switching valve 49 via the control circuit 170, and the gear selection pressure oil supply electromagnetic switching valve 49 is energized and closed to close the actuators 102, 105. Shut off pressure oil supply. The shift rod 139 of the actuator 102 is locked by the detent ball spring 143 fitted in the groove 139c, and the first speed state is maintained. Therefore, the force on the shift arm 142 for shifting the gear selection clutch 14 to the first speed side becomes zero, and the shift arm 1
The wear of 42 can be satisfactorily reduced. After shutting off the gear selection pressure oil to the actuators 102 and 105 as described above, the control circuit 170 energizes the counter shaft selection clutch electromagnetic switching valve 54 and gradually opens it by the duty control, so that the half clutch is passed. The counter shaft selecting clutch 12 is turned on, and the vehicle enters the first speed running state.

At the stage where the pressure selection oil supply electromagnetic switching valve 49 is energized to shut off the pressure oil for the actuators 102 and 105 as described above, the second counter shaft 6 side is set to the second map according to the shift map of FIG. The shift signal [011] to the second speed gear on the 2nd counter shaft 6 is issued, and the electromagnetic switching valve 6
8 is turned off, the electromagnetic switching valves 67 and 64 are turned on, the gear is shifted to the second speed, and the shift is completed after synchronization. Upon completion of the shift, the second speed detection limit switch 166 of the actuator 112 is turned on, whereby the gear selection pressure oil supply electromagnetic switching valve 39 is energized and closed. However, the shift rod 152 of the actuator 112 is mechanically held in the second speed position by the detent ball spring mechanism 143. At this time, the second counter shaft selecting clutch 20
11 is off according to the shift map of FIG. 11, the vehicle is in the standby state at the second speed position.

That is, in the first speed running state, FIGS.
According to the shift map of No. 2, the first counter shaft 5 is shifted to the first speed and the second counter shaft 6 is shifted to, for example, the second speed.
Is on and the second counter shaft selecting clutch 20 is off. Further, the electromagnetic switching valves 68, 67, 64 generate the first speed signal [110] according to the shift maps of FIGS. 11 and 12 except when the shift gear of the second counter shaft 6 is switched. Each of the gear selection pressure oil supply electromagnetic switching valves 49 and 39 is closed by energization, and the gear selection pressure oil is not supplied. In either case, only the action of the detent ball spring 143 causes the first speed and the second speed. Each gear position is held.

When the gear for the first speed gear is disengaged in the first speed running state, the shift rod 139 moves over the detent ball spring 143 to the right toward the neutral position. Then, the projection 149 is separated from the first speed limit switch 160, the limit switch 160 is turned off, and the solenoid of the counter shaft selecting clutch electromagnetic switching valve 54 is cut off via the control circuit 170 to select the first counter shaft. The clutch 12 is turned off. At the same time, the gear selection pressure oil supply electromagnetic switching valve 49 is de-energized and opened. At this time, electromagnetic switching valve 6
The signals for 8, 67 and 64 are the signals for the first speed [11
0], the gear is reshifted to the first speed. After the synchronization, when the re-shift is completed, the first speed detection limit switch 160
Is turned on, whereby the gear selection pressure oil supply electromagnetic switching valve 49 is energized and closed, and the shift rod 139 of the actuator 102 is again detented by the detent ball spring 143.
Thus, the first speed is maintained.

As described above, from the occurrence of gear loss on the first counter shaft 5 side until the gear is re-shifted, the second counter shaft 6
On the side, the second counter shaft selecting clutch electromagnetic switching valve 51 is duty-controlled to gradually open, the second counter shaft selecting clutch 20 is put in a half-clutch state, and power is output via the second speed shifting gear 19. It is transmitted to the shaft 4. Further, in order to match the rotation speed with the first counter shaft 5, the rotation speed is checked and the duty ratio is determined. Then, on the first counter shaft 5 side, when the re-shift to the first speed is completed, the gear selection pressure oil supply electromagnetic switching valve 49 is closed, and the pressure oil to the actuator 102 is shut off, the second counter The shaft selection clutch electromagnetic switching valve 51 is de-energized and closed, and the second counter shaft selection clutch 20 is turned off.
At this time, at the same time, in the state where the first counter shaft 5 side is held at the first speed, the first counter shaft selecting clutch 54 gradually shifts from the half-clutch state to the completely ON state by the duty control, and the normal first Return to 1st speed.

Although only the gear disengagement processing at the time of the first speed running has been described, even if the gear disengagement occurs at any shift position, the counter shaft selection clutch corresponding to the counter shaft having the gear disengagement is turned off, and other The half-clutch is used as the counter shaft selection clutch, and while temporarily maintaining the travel by this half-clutch, the gear shaft on the gear disengaged side is reshifted to the original gear position and the reshifted counter shaft is selected. The clutch is turned on, the other counter shaft selecting clutches are turned off, and the vehicle is returned to the original gear position.

[0033]

[Other Embodiments] As the above-described gear loss detection mechanism, only the limit switch provided in the actuator is used, but in addition to this, the following gear loss detection mechanism can be added. That is, in FIG. 4, the torque converter 3
A rotational speed detection mechanism for detecting the rotational speed N0 of the output shaft 2 and the rotational speed N1 of the output shaft 4 of the transmission 1 are respectively provided, and the numerical value obtained by multiplying the rotational speed N0 by the speed reduction ratio i, N0 × i, and the transmission output The shaft rotation speed N1 is compared, and when it is detected that N0 × i = N1 is not satisfied, it is judged that the gear is out.

[0034]

As described above, according to the present invention, when a gear disengagement occurs in an automatic transmission, a half-clutch is used to temporarily keep traveling at a gear position shifted on another counter shaft, In the meantime, it shifts back to the original shift stage on the missing gear counter shaft, and after re-shifting, the counter shaft selection clutch is switched to return to the running state of the original shift stage.
It will automatically return to the original gear position without losing power. Therefore, the processing operation when the gear is disengaged becomes unnecessary,
The operation of the vehicle becomes easy. Further, since the power is not cut off, it is not necessary to add an automatic throttle return mechanism or connect it to the engine controller, as compared with the case where the load is not applied.

After the shift is completed, the pressure oil to the actuator is shut off and the gear position is maintained by the detent spring regardless of whether the counter shaft selecting clutch is on or off, so that the shift arm and the gear are not worn. Less,
The durability is improved.

[Brief description of drawings]

FIG. 1 is an overall schematic diagram of a hydraulic circuit of an automatic transmission according to the present invention.

FIG. 2 is an enlarged detailed view of a left side portion of FIG.

FIG. 3 is an enlarged detailed view of the right side portion of FIG.

FIG. 4 is a skeleton diagram of the automatic transmission according to the present invention.

5 is an enlarged sectional view of the actuator of FIG.

FIG. 6 is a wiring schematic diagram for a control circuit.

FIG. 7 is a shift-up shift map for odd-numbered shift stages.

FIG. 8 is a shift-down shift map for odd-numbered shift stages.

FIG. 9 is a shift-up shift map for even gears.

FIG. 10 is a shift-down shift map for even gears.

FIG. 11 is an overall shift-up shift map.

FIG. 12 is an overall shift-down shift map.

[Explanation of symbols]

 2 Input shaft 5 1st counter shaft 6 2nd counter shaft 12 Counter shaft selection clutch 13 Gear selection clutch 14 Gear selection clutch 20 Counter shaft selection clutch 21 Gear selection clutch 22 Gear selection clutch 39 Gear selection pressure Oil supply switching valve 49 Gear selection pressure Oil supply electromagnetic switching valve 51 Counter shaft selection clutch electromagnetic switching valve 54 Counter shaft selection clutch electromagnetic switching valve 102 Actuator 105 Actuator 108 Actuator 112 Actuator 143 Detent ball spring 160 Limit switch ( Detection mechanism) 161 Limit switch (detection mechanism) 162 Limit switch (detection mechanism) 163 Limit switch (detection mechanism) 164 Limit switch (detection mechanism) 170 Control circuit

Claims (1)

[Claims] 1. A pair of counter shafts having a plurality of speed change gears, a counter shaft selecting clutch for intermittently connecting each counter shaft to an input shaft, and a rotational force of each speed change gear selectively output. Equipped with a gear selection clutch for transmitting to the shaft, a counter shaft selection clutch, an actuator for driving the gear selection clutch, and a gear selection pressure oil supply switch for opening and closing a pressure oil supply passage from a hydraulic pressure source to the actuator A valve and a counter shaft selection clutch switching valve that opens and closes a pressure oil supply path to the counter shaft selection clutch in one hydraulic circuit, and the actuator is provided with a detent spring mechanism that holds the transmission gear position, After the shift is completed, in the automatic transmission that holds the shift gear position only with the detent spring mechanism, the actuator is provided with a detection mechanism for detecting a gear loss. The detection mechanism is connected to the counter shaft selection clutch switching valve by the control circuit, the counter shaft selection clutch on the side where the gear loss occurs when the detection mechanism detects the gear loss is turned off, and the other counter shaft selection clutch Is used as a half-clutch and the vehicle travels with the gear of the other counter shaft that has been shifted according to the shift map in advance, the counter shaft in which the gear has been disengaged is reshifted to the original gear position, and then the counter shaft in the half-clutch state. A method for processing gear disengagement of an automatic transmission, characterized in that the selection clutch is turned off and the re-shifted counter shaft selection clutch is turned on via a half-clutch.