JPH10181372A - Control device for automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To perform changeover of a shift stage and an engine brake range by one and the same changeover means by providing a second changeover means to changeover a changeover signal, outputted by a first changeover means to effect manual operation, to a signal to changeover a shift stage and a signal to changeover an engine brake. SOLUTION: First changeover means 100 to output a signal for changeover of a shift range and a signal for a shift comprises a cutoff switch 62; a cut switch 63; a double cut switch SDC, and a return switch 65. A main changeover means 101 consists of a main switch to bring signals, outputted from the switches described above, into effectiveness. Further, to function a signal, inputted from the first switching means 100 to an electronic control device 10 for an automatic transmission, as a changeover signal for a shift range or function the signal as a signal for changeover is effected by a second changeover means 102 consisting of a pattern select switch.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an apparatus for controlling switching of a shift range, a shift speed, and the like in an automatic transmission for a vehicle.

[0002]

2. Description of the Related Art Recently, automatic transmissions for vehicles have been controlled electrically. For example, by electrically detecting a traveling state of the vehicle such as a vehicle speed and a throttle opening, and driving a solenoid valve based on the detected traveling state to output a signal pressure to a shift valve, the traveling state is established. The gear position is set in accordance with the gear position. Therefore, since the shift valve can be electrically controlled via the solenoid valve, an automatic transmission has recently been developed which outputs an upshift signal or a downshift signal by operating a shift lever or a switch, thereby performing a shift. This type of shift control is called a sports mode or a direct mode.

The engine brake range has been set by engaging a friction engagement device for engine brake by switching a manual valve, but recently, this is also achieved by electrically controlling a solenoid valve. As a result, the engine brake range can be switched by operating a switch. An example is disclosed in Japanese Patent Laid-Open No. 5-1.
96118. In the device described in this publication, a switch is provided in the vicinity of the steering wheel, a switch for activating the switch is provided, and an engine brake range is set based on a signal from a switch for changing the range, or a change or change thereof is performed. Release is performed. In this publication,
It is described that the gear can be switched by a switch provided near the steering wheel, but this corresponds to the so-called sports mode described above.

[0004]

As described above, conventionally,
An automatic transmission configured to execute a shift that was automatically performed based on the driving state by manually operating a switch, or switching of an engine brake range that was performed by operating a shift lever by a switch operation. Although an automatic transmission configured to perform these functions has been developed, a device having both of these functions is not known. Even if the shift and the range switching are performed by a switch operation, if the above-mentioned conventional device is simply combined, the shift switch and the range switch are arranged near the steering wheel. As a result, the arrangement of the switches is greatly restricted, and the operability may be deteriorated.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and has as its object to provide a control device capable of switching between a range and shifting by a switch operation and having good operability. Is what you do.

[0006]

SUMMARY OF THE INVENTION In order to achieve the above object, the present invention relates to a control apparatus for an automatic transmission which can switch a gear position and an engine brake range by an electric operation. First switching means for outputting a switching signal when operated, and second switching means for switching the switching signal output by the first switching means into a signal for switching a gear position and a signal for switching an engine brake range. It is characterized by having.

Therefore, according to the control device of the present invention,
By operating the first switching means, a switching signal is output. The output signal is made to function as a signal for shifting or a signal for switching the range by the second switching means. Therefore, in a state where the so-called sport mode is set by the second switching means, a shift instruction signal is output by operating the first switching means,
A shift is performed according to the switch operation. Further, when a so-called engine brake range switching mode is set by the second switching means, the operation is switched to the engine brake range by operating the first switching means. Therefore, in the control device of the present invention, the shift speed and the engine brake range can be switched by the same switching means, and the operability is improved, such as the number of switches is reduced.

[0008]

Next, the present invention will be described more specifically with reference to the drawings. First, the overall control system will be described. FIG. 6 shows a control system diagram of an engine 1 and an automatic transmission 2 as an example of a power source for traveling, and a signal corresponding to a depression amount of an accelerator pedal 3 is shown. Is input to the engine electronic control unit 4. An electronic throttle valve 6 driven by a throttle actuator 5 is provided in an intake pipe of the engine 1. The electronic throttle valve 6 outputs a control signal from the electronic control unit 4 to the throttle actuator 5 according to the amount of depression of the accelerator pedal 3, and the opening is controlled according to the control amount. In this case, the opening degree characteristic of the electronic throttle valve 6 with respect to the amount of depression of the accelerator pedal 3 can be changed. Therefore, even when the amount of depression of the accelerator pedal 3 does not change, the opening of the electronic throttle valve 6 can be changed. The degree can be changed.

An electronic control unit 4 for controlling the engine 1 includes a central processing unit (CPU) and a storage unit (R).
AM, ROM) and an input / output interface. The electronic control unit 4 includes, in addition to a signal corresponding to the depression amount of the accelerator pedal 3 described above,
Engine speed Ne, intake air amount Q, intake air temperature,
A throttle opening, a vehicle speed, an engine water temperature, an output signal of a brake switch, and the like are input as control data. In addition to the control of the throttle actuator 5, the engine electronic control unit 4 supplies and supplies fuel.
A signal is output to a fuel injection device 7 for shutoff and adjustment of a supply amount, an igniter 8 for changing an ignition timing for torque control at the time of gear shifting, and the like.

The automatic transmission 2 connected to the engine 1 is a so-called electronically controlled automatic transmission that electrically controls the hydraulic pressure to control shifting and engagement / disengagement of a lock-up clutch. The hydraulic control device 9 for controlling the hydraulic pressure mainly includes three shift solenoid valves SOL1, SOL2, SOL3 for executing a shift, and a solenoid valve SOL4 for mainly controlling an engine braking state.
A linear solenoid valve SLU that mainly controls the lock-up clutch, a linear solenoid valve SLT that controls the line pressure according to the throttle opening, and a linear solenoid valve SLN that mainly controls the back pressure of the accumulator.

An electronic control unit 10 for an automatic transmission for outputting a control signal to each solenoid valve in the hydraulic control unit 9 is provided. The electronic control unit 10 for the automatic transmission is similar to the electronic control unit 4 for the engine described above.
Central processing unit (CPU) and storage device (RAM,
ROM) and an input / output interface, and therefore can be integrated with the engine electronic control unit 4 as needed. The electronic control unit 10 for the automatic transmission performs a calculation based on input data in accordance with a map or a calculation formula stored in advance, and outputs a control signal based on the calculation result to each of the solenoid valves to shift or lock up. It is configured to execute control of engagement / disengagement of a clutch, control of transient hydraulic pressure during gear shifting, and the like.

The electronic control unit 10 for the automatic transmission includes the above throttle opening, vehicle speed,
In addition to the engine water temperature and the output signal of the brake switch,
A shift position indicating a position of a shift lever as a first range operating mechanism, an output signal of a pattern select switch, an output signal from a C0 sensor for detecting a rotation speed of a clutch C0 described later, and a rotation speed of a second clutch C2 are detected. The output signal of the C2 sensor, the oil temperature of the automatic transmission 2, the output signal of the manual shift switch, the cut signal for switching the shift range or the shift speed to the low speed side, the cutoff signal for switching the shift range or the shift speed to the high speed side, and the vehicle speed. A cruise signal output from a cruise control device (not shown) for maintaining the signal constant, a signal from a main switch SM for activating a cut signal and a cutoff signal, and the like are input.

In this embodiment, in addition to selecting a shift pattern by the pattern select switch,
With this switch, the cutoff signal and the cut signal are changed into a signal for switching the gear position and a signal for switching the engine brake range. Therefore, in this embodiment, the pattern select switch corresponds to the second switching means of the present invention, and the switch for outputting the cutoff signal and the cut signal corresponds to the first switching means of the present invention.

Further, the electronic control unit 10 for the automatic transmission displays a shift lever position indicator 11 for displaying the position of the shift lever, and an electrically selected shift range or an electrically selected shift speed. The shift indicator 12 is connected.

The electronic control units 4 and 10 are connected so as to be able to communicate with each other. In particular, the electronic control unit 10 for the automatic transmission transmits a signal to the electronic control unit 4 for the engine to set each gear. Is transmitted from the engine electronic control unit 4 to the automatic transmission electronic control unit 10 (Q / N).
e) has been sent.

The above-mentioned automatic transmission 2 has five forward speeds and one reverse speed.
The speed of the gear can be set, and an example of the gear train is shown in FIG. In FIG. 7, the automatic transmission 2
Is connected to the engine 1 via a torque converter 13. The torque converter 13 includes a pump impeller 15 connected to a crankshaft 14 of the engine 1 and a turbine runner 1 connected to an input shaft 16 of the automatic transmission 2.
7, the pump impeller 5 and the turbine runner 17
And a stator 20 that is prevented from rotating in one direction by a one-way clutch 19.

The automatic transmission 2 has a high and a low 2
The vehicle is provided with an auxiliary transmission section 21 for switching gears, and a main transmission section 22 for switching between reverse gear and four forward gears.
The auxiliary transmission unit 21 is composed of a planetary gear unit 23 composed of a pinion P0 rotatably supported by the sun gear S0, the ring gear R0, and the carrier K0 and meshed with the sun gear S0 and the ring gear R0. It has a clutch C0 and a one-way clutch F0 provided therebetween, and a brake B0 provided between the sun gear S0 and the housing 29.

The main transmission section 22 includes a first planetary gear set 24 comprising a sun gear S1, a ring gear R1, and a pinion P1 rotatably supported by the carrier K1 and meshed with the sun gear S1 and the ring gear R1.
A second planetary gear set 25 comprising a pinion P2 rotatably supported by the sun gear S2, the ring gear R2, and the carrier K2 and meshed with the sun gear S2 and the ring gear R2; a sun gear S3, a ring gear R3;
And a third planetary gear set 26 comprising a pinion P3 rotatably supported by the carrier K3 and meshed with the sun gear S3 and the ring gear R3.

The sun gear S1 and the sun gear S2 are integrally connected to each other, and the ring gear R1, the carrier K2, and the carrier K3 are integrally connected to each other.
Is connected to the output shaft 27. Also, the ring gear R2
Are integrally connected to the sun gear S3. A first clutch C1 is provided between the ring gear R2 and the sun gear S3 and the intermediate shaft 28, and a second clutch C2 is provided between the sun gear S1 and the sun gear S2 and the intermediate shaft 28.

A first brake B1 in the form of a band for stopping the rotation of the sun gear S1 and the sun gear S2 is provided on the housing 29 as brake means. The sun gear S1 and the sun gear S2 and the housing 29
Between the first one-way clutch F1 and the brake B
2 are provided in series. This first one-way clutch F
1 is configured to be engaged when the sun gear S1 and the sun gear S2 try to reversely rotate in the direction opposite to the input shaft 6.

A third brake B3 is provided between the carrier K1 and the housing 29, and a fourth brake B4 and a second one-way clutch F2 are provided between the ring gear R3 and the housing 29 in parallel. Have been. This second
The one-way clutch F2 is configured to be engaged when the ring gear R3 attempts to rotate in the reverse direction. The clutches C0, C1, C2, the brakes B0, B1, B2
, B3, B4 are hydraulic friction engagement devices in which friction materials are engaged by the action of hydraulic pressure.

The clutch C0 in the auxiliary transmission portion 23
And a C2 sensor 31 for detecting the number of revolutions of the second clutch C2 in the main transmission portion 22. In addition,
These sensors 30 and 31 are connected to the electronic control unit 10 for the automatic transmission as described above.

In the automatic transmission 2 described above, five forward speeds and reverse speeds can be set, and the engagement and disengagement states of the respective friction engagement devices for setting these shift speeds are shown in FIG. This is shown in the engagement operation table. In FIG. 8, the mark ○ indicates the engaged state, and the mark ◎ indicates that the engagement does not affect the torque transmission.
● indicates that the engine is engaged to apply the engine brake, and blank indicates the released state.

A hydraulic circuit shown in FIG. 9 is provided in the hydraulic control device 9 to set the respective shift ranges and shift speeds shown in FIG. That is, the manual valve 40 that receives the supply of the line pressure PL according to the throttle opening degree
And between the hydraulic servo means of each friction engagement device described above,
Controlling the supply and discharge of the control pressure PC to and from the fourth brake B4 for the first speed engine brake 1-2 Control the supply and discharge of the drive range pressure PD to the second brake B2 for achieving the third speed and the second shift valve 41 2 -3 shift valve 4
Supply and discharge of control pressure PC to first brake B1 for second and third speed engine brakes, and drive range pressure PD to second clutch C2 for fourth and fifth speeds
3-4 shift valve 43, brake B
A 4-5 shift valve 44 for switching the supply of the line pressure PL to the clutch C0 and the clutch C0 is provided.

Further, drive range pressure (D range pressure)
A pressure control valve 45 that generates a control pressure PC by adjusting a signal pressure output from a linear solenoid valve SLN during gear shifting during a gear shift, and an engine brake relay valve that switches supply and discharge of a control pressure PC to a 2-3 shift valve 42. 46, a C0 exhaust valve 47 for switching the supply and discharge of the line pressure PL to and from the clutch C0 via the 4-5 shift valve 44 is provided.

The first shift solenoid valve SOL1
Outputs a signal pressure for switching the 2-3 shift valve 42, and the second shift solenoid valve SOL2 outputs the 1-2 shift valve 4
The third switching solenoid valve SOL3 outputs the switching signal pressure to the C0 exhaust valve 47 via the 1-2 shift valve 41. The fourth solenoid valve SOL4 is connected to the engine brake relay valve 46 and the C0 exhaust valve 4
7 and the linear solenoid valve SLN outputs a signal pressure for pressure adjustment to the pressure control valve 45. Further, an accumulator is attached to the friction engagement devices other than the first brake B1 and the fourth brake B4.

The configuration and function of each of the above components will be described in more detail. The manual valve 40 is connected to a shift lever as a mechanical shift range switching mechanism (not shown) by mechanical means such as a cable, and interlocks with the shift lever. The line pressure PL is supplied from an input port 48, and the spool 4 is provided with a spool valve.
According to the sliding position of No. 9, the input port 48 is connected to each output port for output. Specifically, in the D position, the signal is output only from the D range port 50, in the "3" position, the signal is output from the "3" range port 51, and in the "2" position, the signal is output from the "2" range port 52. In the L position, the signal is further output from the L range port 53. On the other hand, in the R position, the signal is output from the R range port 54, in the N position, all output ports are closed, and in the P position, the input port 48 is connected to the drain port EX.
In the automatic transmission 2 described above, the "4" range can be selected. This is a shift range in which the fifth speed, which is the highest speed, is prohibited. It turns around the center and the above "2"
Oil pressure is output from range port 52.

Next, the pressure control valve 4
5 has a spool and a plunger pressed in one direction by a spring, receives a D range pressure PD, and regulates the pressure by an output signal of a linear solenoid valve SLN.
Control pressure PC is applied to engine brake relay valve 4
Via 6, it is supplied to the 2-3 shift valve 42.

The engine brake relay valve 46 is a switching valve having a spool and a plunger pressed in one direction by a spring. When the "2" range pressure is applied to the plunger, the signal of the linear solenoid valve SLN is applied. Pressure is applied to the spool, and
-3 supply of control pressure PC to shift valve 42;
The discharge of the control pressure PC from the 2-3 shift valve 42 by the release of the oil pressure is switched.

The 2-3 shift valve 42 is a switching valve provided with a spool pressed in one direction by a spring.
The supply of the control pressure PC to the 3-4 soft valve 43 and the 1-2 shift valve 41 is switched by application of the signal pressure and the L range pressure of the shift solenoid valve SOL1,
In addition, communication of the D range pressure PD to the oil passages L1a and L1b and switching of drains are performed.

The 1-2 shift valve 41 is a switching valve provided with a spool pressed in one direction by a spring.
Signal pressure of shift solenoid valve SOL2 and oil passage L1a
Supply of the control pressure PC to the fourth brake B4 and switching to exhaust pressure from the brake B4, and supply of the signal pressure of the third shift solenoid valve SOL3 to the oil passage LS32 and its oil passage LS32 And switching from discharge to

The 3-4 shift valve 43 is a switching valve having a spool which is pressed in one direction by a spring via a piston. The signal pressure of the second shift solenoid valve SOL2, the oil pressure from the oil passage L1b and the oil pressure The third shift solenoid valve SOL3 from the oil passage LS3 is operated by the hydraulic pressure from the passage L3.
Supply and cutoff to the 4-5 soft valve 44 via the oil passage LS34, communication and cutoff of the oil passage L1a to the oil passage L1e, supply of the control pressure PC to the first brake B1 and its brake B1 To control the pressure from the exhaust.

The 4-5 shift valve 44 is a switching valve provided with a spool pressed in one direction by a spring. The signal pressure from the oil passage LS34 and the oil pressure in the oil passage L2 cause the C0 exhaust valve to have a line pressure PL. Switching between supply and discharge to 47 and control of supply to brake B0 via oil passage LL1 and discharge from brake B0 are controlled.

The C0 exhaust valve 47 includes a spool 55 and a plunger 56 which are pressed in one direction by a spring.
And a 4-5 shift by the signal pressure of the fourth solenoid valve SOL4 via the oil passage LS4, the signal pressure of the third solenoid valve SOL3 via the oil passage LS32, and the oil pressure of the oil passage L1d. Line pressure P via valve 44
L is supplied to the clutch C0 via the oil passage LL3 and discharged from the clutch C0.

In the hydraulic control device configured as described above, in the illustrated neutral position, the line pressure PL is supplied to the clutch C0 via the 4-5 shift valve 44 and the C0 exhaust valve 47. Since the oil passage passing through the valve 40 is shut off, the hydraulic pressure of the first clutch C1 is drained. The deviation of the position sandwiching the center line of each valve in the figure is
This indicates the limit position of the spool displacement. In particular, for each shift valve, the position and the shift speed are made to correspond to each other by dividing numbers on the left and right of the center line.

According to the above-described hydraulic control device, the range pressure by electronic control corresponding to the vehicle speed and the engine load (for example, the throttle opening) is selected according to the selection of the position of the manual valve 40 accompanying the manual operation of the shift device. Pressure adjustment and shift solenoid valves SOL1 and SOL3 are ON
/ OFF control is performed to set each shift speed. The cut-off signal or the cut signal functions as a shift signal when selected by a pattern select switch, and based on these signals, each of the shift solenoid valves SOL1,.
OL3 is ON / OFF controlled to set each shift speed. That is, each clutch and brake are controlled as shown in FIG. 8 and in relation to a one-way clutch (OWC),
Each gear is set.

On the other hand, the cut-off signal or the cut signal functions as an engine brake range switching signal by the selection operation by the pattern select switch, and the engine (output) outputs the signal pressure caused by turning on / off the fourth solenoid valve SOL4. E / G) A brake state can be obtained. Note that, when shifting is performed by a switch operation, the engine brake is effective at each shift speed, as described later.

For example, when the signal pressure is output from the fourth solenoid valve SOL4 in the state where the third speed is set in the D range, the spool of the engine brake relay valve 46 is moved to the position shown in the left half of FIG. , As a result, D
The control pressure PC based on the range pressure is supplied to the 3-4 shift valve 43 via the 2-3 shift valve 42,
From here, the hydraulic pressure is supplied to the first brake B1, which is engaged. That is, the engine brake is activated in the third speed.

When the fourth solenoid valve SOL4 outputs a signal pressure in the second speed state of the D range, hydraulic pressure is supplied to one end of the spool of the C0 exhaust valve 47. Then, the line pressure PL supplied via the 4-5 shift valve 44 is supplied to the clutch C0 in the auxiliary transmission section 21 and the clutch C0 is engaged to apply the engine brake at the second speed. it can.

Further, when the fourth solenoid valve SOL4 outputs a signal pressure at the first speed in the D range, when the signal pressure is output from the engine brake relay valve 46 as in the case of the third speed described above.
The control pressure PC is output to the 2-3 shift valve 42, and the control pressure PC is supplied from the 2-3 shift valve 42 to the 1-2 shift valve 41, from which the control pressure PC is sent to the fourth brake B4. Combine. That is, the engine brake can be applied at the first speed.

Each of the first to fifth speeds is defined by:
First to third shift solenoid valves SOL1,.
OL3 is ON / OFF controlled as shown in FIG. 10, and is set by appropriately switching the shift valves 41 to 44 according to the output pressure. This is the same as in the conventional apparatus, and is set as shown in FIG. It is easily known from hydraulic circuits.

As described above, in the automatic transmission 2 described above, each gear can be electrically controlled and set.
The engine brake at the lower gear speed can be set by electrically controlling the fourth solenoid valve SOL4. Using such a function, the control device according to the present invention is configured to electrically perform switching of each forward range (engine brake range) and shifting in the forward gear.

FIG. 11 shows an example of an operation mechanism for electrically switching the range and shifting. In FIG. 11, reference numeral 60 denotes a steering wheel (handle), and a second shift lever 61 is attached to a steering column (not shown) to which the steering wheel 60 is attached. This second shift lever 61
Is arranged at a position close to the steering wheel 60 so as to protrude from the steering column in the radial direction, and has a length that can be operated by a finger of the hand holding the steering wheel 60. The second shift lever 61 is held by an elastic force so as to be always located at the neutral position, and can be rotated from the neutral position in the radial direction of the steering column.
It is configured to be able to draw to the side.

The rotation operation of the second shift lever 61 in the circumferential direction is an operation for increasing / decreasing a shift range or a shift speed, and a switch 6 for detecting the operation is used.
2, 63 are provided. These switches 62, 6
Reference numeral 3 denotes a so-called momentary switch which outputs a signal every time the switch is turned on. Among them, a switch 62 at a position rotated counterclockwise in FIG. A cut-off switch for outputting a signal for switching a shift range or a shift speed to a higher speed side (up range or up shift), and a switch 6 located on the opposite side to the cut off switch.
Reference numeral 3 denotes a cut switch that outputs a signal for switching a shift range or a shift speed to a lower speed side (down range or down shift).

The cut-off switch 62 and the cut switch 63 are connected to the electronic control unit 10 for an automatic transmission described above. These switches 62,
Reference numeral 63 is configured to be activated by the main switch SM when the manual valve is in the D range, that is, to be in a state where an electric signal can be output.
More specifically, the main switch SM is a momentary switch, and each time the main switch SM is turned on once, the cutoff switch 62 and the cut switch 63 are switched between an active state and an inactive state.

Further, the operation of pulling the second shift lever 61 toward the steering wheel 60 is performed by rotating the second shift lever 61 in the circumferential direction of the steering column as described above, and setting the shift range or the shift speed electrically set. This is an operation for canceling the gear and returning to the gear position according to the driving range of the D range or the D range, and a return switch 65 for detecting such operation of the second shift lever 61 is provided. Have been. The return switch 65 is connected to the electronic control unit 10 for the automatic transmission, and inputs a signal accompanying the return operation of the second shift lever 61 to the electronic control unit 10 for the automatic transmission. Note that the arrangement position and operation direction of the second shift lever 61 are shown in an enlarged manner in FIG.

Further, a mechanism for switching or shifting two or more speed ranges in one operation is provided. That is, the second shift lever 61 is further configured to rotate from its neutral position in a direction away from the steering wheel 60, and the double cut switch SDC which is turned ON by such a rotating operation.
Is provided. The double cut switch SDC is connected to the electronic control unit 10 for the automatic transmission, and outputs a signal by being turned on by the second shift lever 61. Based on the output signal, the double cut switch SDC is two steps lower than the current shift range. It is configured to switch to a shift range or a shift speed of

The shift range or the shift speed is switched by operating the second shift lever 61 when the manual valve 40 is in the D range position (for example, the D range is selected by a shift device that mechanically selects the shift range). And the main switch SM has been activated by operating the main switch SM.
When the cut switch 63, the cut-off switch 62, or the double cut switch SDC outputs a signal, the shift range or the shift speed is controlled down or up. The control of the downshift or upshift of the shift range or the shift speed is executed for the current shift range or the shift speed.

Specifically, when the engine brake range is switched, each time the cut switch 63 outputs a signal, that is, every time the second shift lever 61 is rotated clockwise once, the D range is changed. → The range is changed in the order of “4” range → “3” range → “2” range → L range. Conversely, every time the cutoff signal outputs once, that is, the second shift lever 61 is turned counterclockwise once. Every time you rotate in the direction, L range → “2” range →
The range is switched in the order of “3” range → “4” range → D range. To change the gear position, every time the cut switch 63 outputs a signal once, that is, every time the second shift lever 61 is rotated clockwise once, the fifth speed → the fourth speed → the fifth speed. The speed is switched in the order of third speed → second speed → first speed, and conversely, each time the cut-off signal outputs a signal once, that is, each time the second shift lever 61 is turned once in the counterclockwise direction. , The first speed → the second speed → the third speed → the fourth speed → the fifth speed.

In each engine brake range, a settable shift speed and a shift speed at which the engine brake works are determined, and these shift speeds are stored in the electronic control unit 10 in advance as a map. Also, turn on / off the solenoid valve to apply the engine brake.
The OFF pattern is stored. Then, the cut switch 63 or the cut-off switch 62 is turned on.
Each time the operation is performed, the shift map and the solenoid pattern are changed, and a predetermined shift range is set.
In this case, in the state of the D range, there is no more high speed side shift range, so that the output signal due to the ON operation of the cutoff switch 62 is cancelled. Since there is no range, the output signal due to the ON operation of the cut switch 63 is canceled.

Further, when the shift range is switched to a lower speed shift range, a downshift may occur at the same time, in which case the engine speed increases. Therefore, in order to protect the engine 1, when the cut switch 63 is turned ON in a state where overrun or overrevolution occurs in the engine 1, its output signal is canceled and the current shift range is maintained. . This is the same control as the down range prohibition control in the conventional shift device.

Further, when the return switch 65 is turned on, the manual valve 40 is moved mechanically to set the selected D range. This means that the shift map for controlling the shift range is switched to that for the D range, and the solenoid valve is turned on according to the map.
This is executed by performing N / OFF control.

On the other hand, the control for changing the shift speed by operating the switch is a so-called sport mode shift.
In that case, control is performed so that the engine brake is effective at each shift speed. In the case where overrevolution or overrun of the engine 1 occurs due to the downshift, the output signal accompanying the switch operation is canceled,
The current gear position is maintained.

Therefore, according to the control device configured as described above, the shift range for forward running can be switched by operating the second shift lever 61 provided near the steering wheel 60. The shift range switching operation can be performed without releasing the hand from 60 and keeping the line of sight facing forward, thereby improving the operability of switching the shift range. In particular, the return switch 65 is turned on by the second shift lever 61.
By operating the N range, the D range can be immediately set, so that it is possible to easily return to the D range as compared with the case where the cutoff switch 62 is turned on a plurality of times to return to the D range. In this respect, the operability of the range operation is also improved.

In a vehicle equipped with a cruise control system for maintaining a constant vehicle speed, when the second shift lever 61 is operated to select the "4" range, the cruise control system is activated. Let
Further, the shift range on the lower speed side is set to the second shift lever 6.
If the gear is operated by operating the gear 1, the function of the cruise control system is canceled. This is because the control of the vehicle speed and the shift speed are superimposed.

The shift can be executed by operating the switch in the same manner as when the shift range is switched. The control of using the cutoff switch 62 and the cut switch 63 described above for switching between the shift range and the shift will be described later.

As described above, in the control device according to the present invention, switching between forward ranges and shifting are performed by an electric operating device, and the electric range operation or shifting operation is performed by the manual valve 40. This is possible with the D range set. Therefore, the switch for switching the engine brake range does not necessarily need to be configured to be operated by the second shift lever 61, and the mechanical shift device for operating the manual valve 40 is not provided with a mechanism for operating the manual valve 40. A configuration including only the D range position as the range position may be employed. The example shown in FIG. 12 is configured in consideration of these points.

That is, in the configuration shown in FIG. 12, the first shift lever 66 connected to the manual valve 40 by mechanical means such as a cable is provided on the steering column so as to protrude in the radial direction. The first shift lever 66 is configured to be rotated in the circumferential direction of the steering column to switch the manual valve 40, similarly to a lever in a so-called conventional column-type shift device. In the example shown in FIG. 12, the first shift lever 66 has only four range positions of parking (P), reverse (R), neutral (N), and drive (D). As shown in FIG. 12, they are arranged counterclockwise in the order listed here. In addition, between the P range and the R range,
It is optional to configure so that a shift button (not shown) needs to be pressed between the R range and the N range.

A cut-off switch 62 and a cut switch 63 for electrically switching the shift range in the D range are arranged at positions near the center of the steering wheel 60. These switches 62 and 63
Is constituted by a momentary push button switch and may be attached to the steering wheel 60. However, it is preferable that the position is not changed by the rotation of the steering wheel 60 by attaching to the steering column. .

With the configuration shown in FIG. 12, not only the same effect as that obtained by the device having the configuration shown in FIG. 11 can be obtained, but also the shift conventionally arranged beside the driver's seat. Since the device can be eliminated, the degree of freedom in arranging other in-vehicle devices is improved. Also, the first shift lever 66
Is located forward of the steering wheel 60, but the range positions selected by the first shift lever 66 are the four range positions described above, so that the driver's meter panel (not shown). The first shift lever 66 is less likely to block the line of sight and the front field of view with respect to the center cluster, and the visibility can be prevented from deteriorating. By shortening the length within the allowable range, the visibility of the center cluster and the like can be improved.

As described above, the first shift lever 66 for switching the manual valve 40 by mechanical operation is mainly operated at the start of traveling, and switching of the shift range and shifting during traveling are mainly performed by the second shift lever. The operation is performed by operating the cut switch 61, the cut-off switch 62, or the cut switch 63. Therefore P
The shift lever for selecting the range or the R range by mechanical operation is, in short, only required to be able to select the minimum necessary shift range, and the arrangement position is the same as that of a conventional general vehicle, next to the driver's seat. It may be on the floor or on the instrument panel.

FIG. 13 schematically shows an example of a so-called gate type shift lever arranged on a floor or an instrument panel.
The shift positions of the N range, the D range, the “3” range, and the L range are arranged in this order from the front side of the vehicle.
Alternatively, they are arranged as shown in FIG. 13 from above.
The solid line connecting the shift positions in FIG. 13 indicates a guide groove for moving the shift lever.
When the shift range is switched by an electric operation, it is necessary to set the first shift lever 66 to the D range position. Therefore, "D" is displayed at the D range position together with "E" (Electronic). May be added in advance.

FIG. 14 shows an example in which the "3" range position is eliminated from the configuration shown in FIG. 13, and the shift to the L range, which is the engine brake range, is selectively prohibited. . That is, the forward range can be selected by the second shift lever 61, the cut-off switch 62, or the cut switch 63 described above.
Further, range operation by these electric operation mechanisms is easy. Therefore, in a shift device that mechanically selects a shift range, it is sufficient that the D range can be selected as the forward range, and another engine brake range can be selected as a measure against failure.

Therefore, in the example shown in FIG. 14, a blocking mechanism GS such as a pin is provided in the guide groove so that the shift lever does not normally move to the engine brake range (the L range in the example of FIG. 14). By operating the fail switch SF arranged at the
And the shift lever can be moved to the L range position. The fail switch SF and the shutoff mechanism GS may be electrically connected, or may be connected by mechanical means such as a link.

Further, a cut-off switch 62 for outputting a signal for up-range or up-shift and a cut switch 63 for outputting a signal for down-range or down-shift are provided on the steering wheel 6.
0 can be attached to the front (the surface facing the driver) and the rear (the surface facing the instrument panel). An example thereof is schematically shown in FIG. 15, and a cutoff switch 62 indicated by a plus sign surrounded by a dashed circle is provided on the back surface of the steering wheel 60, and a cut switch 63 indicated by a minus sign surrounded by a solid circle. Is provided in front of the steering wheel 60. With such a configuration, the switching operation of the shift range or the shift operation can be performed by the thumb and the index finger of the hand gripping the steering wheel 60. In this case, eight ranges shown in FIG. 8 can be provided as the shift ranges, and the arrangement of these range positions in the shift device may be the same as the arrangement in the conventional shift device.

As described above, in the control device according to the present invention, the shift range switching control is executed based on a signal output from the cutoff switch 62, the cut switch 63, the double cut switch SDC, or the return switch 65, or Shift control is performed. In this embodiment, the change of the control content based on the same signal (in other words, the replacement of the signal) is performed by the pattern select switch. Therefore, the pattern select switch corresponds to the second switching means of the present invention.

FIG. 1 shows the structure of the present invention by functional means. The first switching means 100 for outputting a signal for switching a shift range or shifting is provided by the cut-off switch 62, the cut switch 63, and the double switch. A main switch SM for enabling a signal output from these switches is constituted by a cut switch SDC and a return switch 65, and constitutes the main switching means 101. Further, a changeover of making the signal input from the first switching means 100 to the electronic control unit 10 for the automatic transmission function as a shift range switching signal or as a signal for shifting is performed by a putter select switch. This is configured to be performed by two switching means 102.

The switching control of the shift range and the selection of the shift control by the switches are executed as shown in FIG. That is, FIG. 2 is a flowchart showing an example of control for switching and setting the sport mode and the electric engine brake (ESR) range. First, in step 1, the input signal is processed mainly by reading the input signal. It is determined whether or not the main switch SM is ON, that is, whether or not the first switching means is enabled (step 2). This main switch SM
Is switched to enable (so-called ON state) and deactivate (so-called OFF state) every time an ON operation is performed when a momentary switch is configured. Since this is determined and set based on the state of the signal input to the electronic control unit 10 for the automatic transmission, the determination in step 2 is based on the signal from the main switch SM input to the electronic control unit 10. It can be determined based on this.

If the main switch SM is OFF, the cut-off switch 62 and the cut switch 63 for selecting a shift range and a shift stage do not function effectively. Is
Return without performing any control. Conversely, if the determination in step 2 is affirmative, the mechanical shift device (for example, the above-described first shift lever) causes D
It is determined whether a range has been selected (step 3). This can be determined based on the output signal from the shift position sensor provided in the shift device. Alternatively, the determination can be made by detecting the output state of the hydraulic pressure from the manual valve 40.

The reason for determining the D range in step 3 is that, in the above-described embodiment, the shift range and the shift speed can be switched based on the electric operation while the D range is set. Because it is. Therefore, when a negative determination is made in step 3 because a shift range other than the D range is set by the mechanical shift operation device, the process returns without performing any particular control. If an affirmative determination is made in step 3 because the D range has been set, it is determined whether the manual mode has been selected by the pattern select switch (step 4). The pattern select switch used here is a three-position switch of "manual", "normal", and "power". In the manual mode, the gear position is set based on a manual operation. The shift speed is set based on the state, and in the power mode, the shift range is selected based on a manual operation. In other words, this embodiment is configured by diverting an existing pattern select switch.

Therefore, if the determination in step 4 is affirmative because the manual mode is selected,
The sports mode is set (step 5). this is,
The output signals of the switches constituting the first switching means are:
This is a mode that functions as a gear selection signal. Specifically, the signal output by turning on the cut switch 63 functions as a signal that shifts down by one step, and similarly, the signal output by the cutoff switch 62 shifts up by one step, The signal output from the cut switch SDC is controlled so as to function as a signal for downshifting by two steps, and the signal output from the return switch 65 functions as a signal for canceling the sports mode. When the sports mode is canceled by the return switch 65, the gear position according to the running state of the vehicle such as the vehicle speed and the throttle opening is set in the D range.

The gear position set in the sports mode is fixed as long as no signal based on the switch operation is output, and is set in a state where the engine brake is effective. Further, at the time of the shift, control is performed so that the shift response is as fast as possible.

On the other hand, if a negative determination is made in step 4 because the manual mode is not selected by the pattern select switch, the process proceeds to step 6 and
Set the electric engine braking mode. This is a mode in which the output signals of the switches constituting the first switching means function as a shift range selection signal. Specifically, a signal output by turning on the cut switch 63 functions as a signal for switching the engine brake range to the next lower speed side, and similarly, a signal output from the cutoff switch 62 is the engine brake range. Signal to switch to one-step high-speed side, and signal output from double cut switch SDC sets the engine brake range to 2
The signal for switching to the step lower speed side and the signal output from the return switch 65 are controlled so as to function as signals for canceling the electric engine brake mode. When the sports mode is canceled by the return switch 65, the gear position according to the traveling state is set in the D range.

Therefore, in the above-described control device, the same switch functions for switching the shift range or for shifting. That is, as a vehicle, both the sport mode in which the gear position is selected by manual operation and the electric engine brake mode in which the shift range can be selected by switch operation can be selected, and the switching operation in each mode is performed by the same switch. Since the number of switches can be reduced, the number of switches can be reduced by half, and the degree of freedom of arrangement can be increased, thereby improving operability.

The above-mentioned main switch SM can be provided in a shift device which is a mechanical range operating means, instead of being installed in an instrument panel, a steering column or the like. An example is schematically shown in FIG. That is, in the example shown here, the main switch S is connected to a floor-type shift device in which eight range positions from the parking (P) range to the L range are linearly arranged.
In this example, M is provided, and an SP range position is provided beside the D range position, and the shift lever can be moved here. Further, the cut-off switch 62 constituting the above-described first switching means is located at the SP range position.
And a main switch SM for activating the cut switch 63 and the like, and are configured to be turned on by a shift lever. Therefore, this main switch SM is ON while the shift lever is in the SP range position.
A switch that maintains the state and activates the first switching unit.

Next, control at the time of switching between the sports mode and the electric engine braking (ESR) mode will be described more specifically with reference to the flowchart of FIG. FIG. 4 is a flowchart for explaining a control example in the case where these modes are switched. After performing processing of an input signal (step 11), FIG.
It is determined whether or not the D range for operating the manual valve 40 to the D range position by mechanical operation is set (step 12). The determination in step 12 is performed in the same manner as the determination in step 3 shown in FIG.

If a negative determination is made in step 12 because a shift range other than the D range is set,
Returning without performing control in particular, and when an affirmative determination is made, it is determined whether the first switching means such as the cutoff switch 62 and the cut switch 63 is enabled by the main switch SM (whether the first switching means is active or not). Is determined (step 13). This step 13
Is the same as the determination in step 2 shown in FIG.

If a negative determination is made in step 13, the process returns without performing any particular control. If an affirmative determination is made, the process proceeds to step 14. Therefore, the order of the determinations in step 12 and step 13 may be opposite to the order shown in FIG.

If an affirmative determination is made in step 13 above, it is determined in step 14 whether switching from the electric engine brake range mode to the sports mode (E → S) has been performed. In this embodiment, the switching of the mode is performed by a pattern select switch, and the power pattern (or normal pattern) is controlled by the pattern select switch.
, The switch from the electric engine brake mode to the sports mode (E → S) is executed. Conversely, by switching from the manual pattern to the power pattern (or normal pattern), switching from the sports mode to the electric engine braking mode (S → E) is executed.

Therefore, the determination in step 14 can be made based on the output signal from the pattern select switch. If the switch to the sports mode is executed and the determination in step 14 is affirmative, the first switching means Is set to the sports mode, that is, a control is performed such that a signal output when a switch disposed near the steering wheel such as the cut-off switch 62 or the cut switch 63 is turned ON is used as an upshift signal or a downshift signal. Is performed (step 15). In this case, the functions of switches such as the cutoff switch 62 when the first switching means is set to the sports mode are the same as the functions set in step 5 shown in FIG.

If a switch for outputting a shift signal, such as the cut switch 63, has already been turned ON during the control in step 15, the shift signal is ignored. That is, after the control of step 15 is performed, one of the switches of the first switching unit is switched from OFF to ON to output a signal, and control is performed assuming that the signal is valid. This is for performing a reliable gear shift based on the driver's intention.

Next, the shift control of the automatic transmission 2 is controlled in the sports mode (step 16). Here, in the sport mode, the shift instruction is performed based on a manual operation,
This is a mode in which the shift is controlled with emphasis on the driver's intention, such as applying the engine brake at each gear and controlling the shift time to be as short as possible. The control described in Japanese Unexamined Patent Publication No. Hei 6-294466 is executed. Further, as the first shift speed when switching from the electric engine brake mode to the sports mode, the immediately preceding shift speed, that is, the shift speed set in the electric engine brake mode is maintained.

Then, a display indicating that the mode has been switched to the sport mode is displayed (step 17). This display is performed by a shift indicator 12 provided on an instrument panel, a meter panel, or the like, an example of which is shown in FIG. That is, “SPORT” indicating the mode, a number indicating the shift speed, and “SHIF”
"T" is displayed on a liquid crystal plate or the like.

On the other hand, switching to the sports mode from the electric engine braking mode is not determined and step 1
If a negative determination is made in step 4, it is determined whether switching from the sports mode to the electric engine braking mode (S → E) has been executed (step 18). This is determined based on the signal from the pattern select switch as described above.

If a negative determination is made in step 18, the control returns without performing any particular control. If an affirmative determination is made, the first switching means is set to the electric engine brake mode, ie, the cutoff. Controls such as switches 62 and cut switches 63, which are arranged near the steering wheel, are turned on to output a signal that is output when the switch is turned on, such as an up-range signal or a down-range signal (step 19). In this case, the functions of switches such as the cutoff switch 62 when the first switching means is set to the electric engine brake mode are as follows.
This is the same as the function set in step 6 shown in FIG.

If a switch for outputting a range switching signal such as the cut switch 63 has already been turned on during the control in step 19, the range switching signal is ignored. That is, after the control of step 19 is executed, one of the switches of the first switching unit is turned off.
Is switched to ON to output a signal, and control is performed assuming that the signal is valid. This is to ensure that the range is switched based on the driver's intention.

Next, the range switching control of the automatic transmission 2 is controlled in the electric engine brake (ESR) mode (step 20). Here, the electric engine brake mode is a control mode in which the shift range is switched by operating a switch in a state where the D range is set by mechanical means as described above. The first shift range when switching from the sport mode to the electric engine brake mode is an engine brake range in which the immediately preceding shift stage, that is, the shift stage set in the sport mode is the highest speed stage. Specifically, the range is “4” when the fourth speed is set, the range is “3” when the third speed is set, and “2” when the second speed is set. When the range and the first speed are set, the L range is set. This is to prevent a shift with a sense of incongruity from occurring due to the mode switching.

Then, a display is made indicating that the mode has been switched to the electric engine brake mode (step 2).
1). This display is performed by a shift indicator 12 provided on an instrument panel, a meter panel, or the like, an example of which is shown in FIG. That is, "ESR" indicating the mode, a number indicating the shift range, and "RENG" are displayed on a liquid crystal plate or the like.

Here, among the specific examples described above, the characteristic features of the present invention other than those described in the claims are as follows. That is, in the present invention, the second switching means for switching the signal output from the first switching means to a signal for switching the gear position and a signal for switching the engine brake range is a pattern for selecting a shift pattern in the automatic transmission. It can be a select switch. Further, according to the present invention, from the electric engine braking mode in which the output signal of the first switching means is a range switching signal,
The shift speed when switching to the control mode in which the output signal is a shift signal can be set to the shift speed set in the electric engine brake mode. Conversely, the shift range when switching from the control mode in which the output signal of the first switching means is the shift signal to the electric engine brake mode in which the output signal is the range switch signal is changed to the gear position immediately before the switch, that is, The shift speed in the control mode can be set to a range that is the highest speed. In a state where the first switching means and the second switching means output signals at the same time, it is possible to cancel the output signal of the first switching means at that time and not execute the control based on the output signal. .

Although the above embodiment has been described with reference to a vehicle using the engine 1 as a power source for traveling and a stepped transmission as an automatic transmission, the present invention relates to a motor or a motor and a motor. The present invention can be applied to a control device for a vehicle using an internal combustion engine as a power source for traveling, and can be similarly applied to a control device for a vehicle equipped with a continuously variable automatic transmission. Further, in the present invention, as a means replacing the above-mentioned main switch, an M position is provided in a groove for guiding the shift lever, and the same signal as that of the main switch is output by setting the shift lever to the M position. May be. The present invention can be applied to an automatic transmission having a gear train or a hydraulic circuit other than the gear train shown in FIG. 7 or the hydraulic circuit shown in FIG.

[0091]

As described above, according to the control device of the present invention, the function of the first switching means is changed by the second switching means, so that the first switching means is controlled based on the manual operation of the engine brake range. Switching means for changing the gear position based on a manual operation and the switching means for selectively changing the gear position. Therefore, according to the present invention, according to the present invention, the operating device such as a switch constituting the first switching means can be used. Since the number is reduced and the degree of freedom of their arrangement is improved accordingly, a control device excellent in operability can be obtained.

[Brief description of the drawings]

FIG. 1 is a block diagram mainly showing an example of a control device of the present invention mainly by functional means.

FIG. 2 is a flowchart for explaining an example of switching control between a sports mode and an electric engine braking mode executed by the control device of the present invention.

FIG. 3 is a schematic diagram showing another example of the arrangement of the main switches.

FIG. 4 is a flowchart for more specifically describing another example of switching control between the sports mode and the electric engine braking mode executed by the control device of the present invention.

FIG. 5 is a diagram showing an example of a display performed in each of a sport mode and an electric engine brake range.

FIG. 6 is a diagram schematically showing an overall control system of the automatic transmission targeted by the present invention.

FIG. 7 is a skeleton diagram showing an example of a gear train of the automatic transmission according to the present invention.

FIG. 8 is a table showing an engaged / disengaged state of a friction engagement device for setting each shift speed.

FIG. 9 is a partial hydraulic circuit diagram showing a part of a hydraulic circuit of the automatic transmission targeted by the present invention.

FIG. 10 is a table showing ON / OFF states of a shift solenoid valve for setting each forward speed.

FIGS. 11A and 11B are diagrams showing an arrangement of a second shift lever which is a second range operating mechanism according to the present invention, wherein FIG. 11A is a view from the front of the steering wheel, and FIG. 11B is a partially enlarged view of the second shift lever. FIG. 3C is a diagram viewed from the side of the steering wheel.

FIG. 12 is a front view of an example in which a first shift lever, which is a first range operation mechanism according to the present invention, is disposed on a steering column, and a cutoff switch and a cut switch are provided on a front side of a steering wheel.

FIG. 13 is a view showing an arrangement of shift positions of a first shift lever provided on a floor or an instrument panel and mechanically switching a shift range.

FIG. 14 is a view showing an arrangement of shift positions of another first shift lever which is provided on a floor or an instrument panel and mechanically switches a shift range.

FIG. 15 is a schematic diagram showing an example in which a cutoff switch and a cut switch are arranged separately on the front side and the rear side of the steering wheel.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Engine 2 Automatic transmission 4 Engine electronic control device 6 Electronic throttle valve 10 Automatic transmission electronic control device 61 2nd shift lever 62 Cutoff switch 63 Cut switch 65 Return switch 66 1st shift lever 100 1st switching means 101 Main switching means 102 Second switching means SM Main switch SDC Double cut switch

Claims (1)

[Claims] 1. A control device for an automatic transmission capable of switching a gear position and an engine brake range by an electric operation, wherein the first switching device is manually operated to output a switching signal, and the first switching device includes: A control device for an automatic transmission, comprising: a second switching means for switching a switching signal to be output to a signal for switching a gear position and a signal for switching an engine brake range.