JPS59151654A - Electronically controlled automatic transmission - Google Patents

Abstract

PURPOSE:To provide an electronically controlled automatic transmission which is low in the shock of gear-shifting, by displacing a shift curve stored in a control means, toward the rotational speed of the transmission at which the shock of gear-shifting is small, in accordance with a shifting shock signal from a gear- shifting shock sensor. CONSTITUTION:An input/output device 201 in an electronic control device 200 is connected with a gear-shifting shock sensor 210 such as, for example, a G-meter which detects a shock in gear-shifting and issues a shock signal Ss and a torque sensor 211 which detects an output torque and issues a torque signal Sp. The electronic control device 200 displaced a shifting curve in accordance with the above-mentioned shock signal Ss alone or the relationship between both torque signal Sp and shock signal Ss. When the shift curve along which a shock in gear-shifting is minimum upon gear-shifting, etc. is found, the control of gear- shifting is carried out in accordance with the shift-curve, thereby a shock in gear-shifting may be reduced.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an electronically controlled automatic transmission, and more particularly to an electronically controlled automatic transmission used in a traveling vehicle such as an automobile.

Automatic transmissions that are currently in general use include a torque converter connected to the output shaft of the engine, and a multi-stage, gear-type transmission system that is connected to the output shaft of the torque converter and has a gear mechanism such as a planetary gear mechanism. It is composed of a combination of. A hydraulic mechanism is normally used for speed change control of such an automatic transmission, and the hydraulic circuit is switched by a mechanical or f′i electromagnetic switching valve, thereby controlling the multi-gear type transmission F.
Frictional elements such as brakes and clutches associated with the AVC are appropriately created to switch the engine power transmission system and obtain the required gear stage. When switching a hydraulic circuit using an electromagnetic switching valve, for example, Japanese Patent Application Laid-Open No. 53-791
As shown in No. 59, a microcomputer is used to detect when the running state of the vehicle, indicated by the engine speed, turbine speed, or vehicle speed and engine load, i.e., throttle opening, exceeds a predetermined shift line. Normally, the detection is carried out by an electronic device, and the electromagnetic switching valve is selectively actuated in response to an output signal from the electronic device, thereby switching the hydraulic circuit and changing the speed.

Such an electronically controlled automatic transmission can automatically perform gear change control according to the driving condition of the vehicle, and the desired gear position for driving is oJ north, but since the above-mentioned shift line is fixed, However, due to variations in the engine and vehicle weight of each vehicle, shifting is not necessarily carried out under optimal conditions with a slight shift shock.

SUMMARY OF THE INVENTION Therefore, an object of the present invention is to provide an electronically controlled automatic transmission that can correct the shift line for each vehicle @rC, thereby allowing the vehicle to shift gears in the most desirable state with less shift shock. That is.

That is, the present invention provides a torque converter/verter connected to the engine output q@, a speed change gear mechanism connected to the output shaft of the torque converter, and a speed change switching means for switching the power transmission path of the speed change gear mechanism to perform a speed change operation. a hydraulic actuator for operating the speed change switching means; an electromagnetic means for controlling the supply of pressure fluid to the hydraulic actuator; and detecting any one of engine rotation speed, turbine rotation speed, and vehicle speed. A rotation speed sensor, an engine load sensor that detects the magnitude of the engine load, an output signal of the rotation speed sensor and an output signal of the engine load sensor are input, and these output signals are compared with a pre-stored shift line. Then, it is determined whether or not to change gears.
In an electronically controlled automatic transmission, the electronically controlled automatic transmission includes a control means for automatically shifting the gear by driving and controlling the electromagnetic means based on this determination, and a shift shock sensor that detects a shift shock that occurs during gear shifting; The present invention further includes a shift line shifting means for shifting the shift line stored in the control means in the direction of the engine rotation speed, turbine rotation speed, or vehicle speed where the shift shock is reduced based on the output signal from the sensor. This is a characteristic feature.

In the electronically controlled automatic transmission of the present invention having the above configuration,
The shift line shifting means can shift the shift line stored in the control means based on an output signal indicating a shift shock from the shift shock sensor.
An optimum shift line can be obtained for the vehicle, and therefore a shift operation can be performed under optimal conditions with less shift shock.

DESCRIPTION OF THE PREFERRED EMBODIMENTS An electronically controlled automatic transmission according to a preferred embodiment of the present invention will be described below with reference to the accompanying drawings.

FIG. 1 is a diagram showing a cross section of a mechanical part and a hydraulic control circuit of an electronically controlled automatic transmission according to an embodiment of the present invention.

The automatic transmission is composed of a torque converter 10, a multi-stage gear transmission mechanism 20, and an auto/merger drive planetary gear transmission [50] disposed between the torque converter 10 and the multi-stage gear transmission mechanism 20. ing.

The torque converter 10 includes a pump 11 coupled to an engine output shaft 1, a turbine 12 disposed opposite the bond 11, and a stator 13 disposed between the pump 11 and the turbine 12. is coupled to the converter output @14. Converter output shaft 14
A lock-up clutch f15 is provided between the bonder 11 and the bonder 11. This lock-up clutch 15 is constantly pushed in the engagement direction by hydraulic oil pressure circulating within the torque converter 10, and is held in the released state by release hydraulic pressure supplied to the clutch 15 from the outside. .

The multi-stage gear transmission mechanism 20 has a front planetary gear mechanism 21 and a rear planetary gear mechanism 22, and the sun gear 23 of the first planetary gear mechanism 21 and the sun gear 24 of the second planetary gear mechanism 22 are connected by a connecting shaft 25. There is. Multi-stage gear transmission mechanism 20
The 0 Å force shaft 26 is connected to the connecting shaft 25 via the front clutch 27.
In addition, the front planetary gear mechanism 2 is connected via the rear clutch 28.
The traps are connected to the internal gears 29 of No. 1, respectively. A front brake 30 is provided between the connecting shaft 25, that is, the sun gear 23, 24, and the transmission case. Planetary carrier 31 of the front stage planetary gear mechanism 21
The internal gear 33 of the rear planetary gear mechanism 22 is connected to an output shaft 34, and a rear brake 36 and a one-way clutch 37 are provided between the planetary carrier 35 of the rear planetary gear mechanism 22 and the transmission case. .

The overdrive planetary gear transmission mechanism 50 includes a planetary carrier 5 that rotatably supports a planetary gear 51.
2 is connected to the output shaft 14 of the torque converter 74-10,
The sun gear 53 is coupled to an internal gear 55 via a direct coupling clutch 54. Sangua 53
An overdrive gear 56 is provided between the transmission case and the transmission case, and the internal gear 55 is connected to the human power shaft 26 of the multi-gear transmission mechanism 20.

The multi-gear transmission mechanism 20 is of a conventionally known type and has six forward speeds and one rear speed, and a desired speed can be obtained by appropriately operating the clutches 27, 28 and brakes 30131. The overdrive planetary gear transmission 50 connects the shafts 14.26 in a direct connection state when the direct coupling clutch 54 is engaged and the brake 56 is released, and when the brake 56 is engaged and the clutch 54 is released. axis 1
4.26 is combined with overdrive.

The automatic transmission described above includes a hydraulic control circuit as shown in FIG. This hydraulic control port has an oil bond 100 driven by the engine output shaft 1, and the pressure of the hydraulic oil discharged from the oil pump 100 into a pressure line 101 is adjusted by a pressure regulating valve 102 and sent to a select valve 103. be guided. The select valve 103 is 1
, 2, D, N%R, P, and when the select valve is in the 1.2 and P positions, the pressure line 101
communicates with ports a, b, and c of valve 103.

Port a is the actuator 1 for operating the rear clutch 28
04, and when the valve 103 is in the above position, the rear clutch 28 is held engaged. Port a is also connected near the left end of the 1-2 shift valve 110, pushing its spool to the right in the figure. Bow) a is further connected to the right end of the 1-2 shift valve 110 via the first line 1 and 2-5 via the second line L2.
The right end of the shift valve 120 is connected to the right end of the 3-4 shift valve 130 through a third line L3. The first, second and third lines D1, L2 and D3 branch off into first, second and third drain lines D1, D2 and D3, respectively, and these drain lines D1, D2.03 In this drain line 0
1, D2.03, the first, second and sixth solenoid valves SL1, SL2. SL3 is connected. The upper lunoid valves SL1, SL2, and SL3 are connected to the line 101.
When energized while port a is in communication with , each drain line D1 and D2.05 are closed, resulting in
The pressure in the second and fifth lines is increased.

The port holder is also connected to the second lock valve 105 via a line 140, and this pressure acts to push the spool of the valve 105 downward in the figure. When the spool of the valve 105 is in the lower position, the lines 140 and 141 communicate with each other, and hydraulic pressure is introduced into the engagement side pressure chamber of the actuator 108 of the front brake #30 to hold the front brake 3o in the operating direction. Date C is connected to second lock valve 105, and this pressure acts to push the spool of second lock valve 105 upward. Further, port C is connected to a 2-5 shift valve 120 via pressure line 106. This line 106 is the second drain line o
The second line L2 is energized, and the second line L2 is energized.
The pressure within the 2-3 shift valve 1 is increased due to this pressure.
When spool 20 is moved to the left, line 1
Connects to 07. The line 107 is connected to the release side pressure chamber of the actuator 108 of the front brake, and when hydraulic pressure is introduced into the core pressure chamber, the actuator 108 operates the brake 30 in the release direction against the pressure of the engagement side pressure chamber. let Also, the pressure in line 107 is
7 actuator 109, this clutch 2
The select valve 103 engages the pressure line 101 in the 1 position.
Leads to. fe-)d, which port d reaches the 1-2 shift valve 110 via a line 112 and further via a line 113 to the 7 actuator 114 of the rear brake 36.
connected to. The 1-2 shift valve 110 and the 2-5 shift valve 120 are activated by predetermined signals.
L2 is excited.

When the line is cut, move the spool and change the line.
As a result, a predetermined brake or clutch is actuated, and a 1-2, 2-3 speed change operation is performed, respectively. In addition, the hydraulic control circuit includes a cutback valve 115 that stabilizes the hydraulic pressure from the pressure regulating valve 102, a pannime throttle valve 116 that changes the line pressure from the pressure regulating valve 102 according to the magnitude of the intake negative pressure, and this throttle valve. A throttle backup valve 117 is provided to assist 116.

Further, the hydraulic control circuit of this example is provided with a 3-4 shift valve 130 and an actuator 132 in order to control the clutch 54 and player 56 of the overdrive planetary gear transmission 50. The engagement side pressure chamber of the actuator 132 is connected to the pressure line 101, and the pressure of the line 101 pushes the player 56 in the engagement direction. Similar to the 1-2.2-5 shift valves 110 and 120, this 3-4 shift valve also moves the spool 131 of the valve 130 downward when the renoid valve SL5 is energized, and the pressure line 101 and the line 122 are in communication, and hydraulic pressure is introduced into line 122. The hydraulic pressure introduced into the line 122 acts on the release side pressure chamber of the actuator 132 of the brake 56 to operate the brake 56 in the release direction and causes the actuator 132 of the clutch 54 to engage the clutch 54.

Furthermore, the hydraulic side circuit of this example is provided with a lock-up control valve 133, and this lock-amp control valve 13
3 is connected to date a of the select valve 103 via line L4. A drain line 04 is branched from this line L4, and a drain line 04 is provided with drain lines 01.02, D3, and drain valve SL4. The lock-up control valve 133 is activated when the renoid valve SL4 is energized.
When the drain line 04 is closed and the pressure in the line 4 increases, its spool is connected to the line 123 and line 12.
4 is communicated with each other to move the lock-up clutch 15 in the releasing direction. In the above configuration, the operational relationship between each gear, lock-up, and each lenoid, and the operational relationship between each gear and clutch and brake are shown in the table below.

Table 2 Next, an electronic control circuit 200 for controlling the operation of the hydraulic control circuit will be described with reference to FIG.

“The electronic control circuit 200 includes an input/output device 201, a random access memory 202 (hereinafter referred to as RAM 1),
and a central processing unit 203 (hereinafter referred to as CPU). The input/output device ff 201 includes an engine 2
Throttle valve 20 provided in the intake passage 205 of 04
The engine load is detected from the opening degree of 6, and the load signal SL is
A load sensor 207 detects the rotation speed of the engine output shaft 1 and outputs an engine rotation speed signal SE, and an engine rotation speed sensor 208 detects the rotation speed of the converter output shaft 14 to determine the turbine rotation speed. Signal ST
A sensor that detects the running state, etc. is connected, such as a turbine rotation speed sensor 209 that outputs a vehicle speed, or a vehicle speed sensor (not shown) that detects a vehicle speed and outputs a vehicle speed signal. It's like typing, it's on.

The input/output device 201 receives a load signal S from the sensor.
L-Engine speed signal S Turbine E % The speed signal S□ and the vehicle speed signal are processed and supplied to the RAM 202. RAM202, these signals SL%S1,
ST is stored, and these signals sL and SE are stored in response to instructions from the CPU 203.

ST or other data is supplied to the CPU 203. The CPU 203 converts the engine rotational speed signal SE1, turbine rotational speed signal ST, or vehicle speed signal into the load signal SL according to a shift control program that is compatible with the present invention.
The shift line determined based on the engine speed-engine load characteristic, turbine speed-engine load characteristic, or vehicle speed-engine load characteristic read out according to the ◎ The calculation results of the CPU 203 are sent to the shift splitter valve described with reference to FIG. 1 via the input/output device 201. 1-2 shift valve IIO, 2-3 shift valve 120.3-4 shift valve 13
0 as well as a signal to control the excitation of the lunoid valve 211 that operates the lock-up control valve 133,
Performs gear shifting or lock-aggregation control. The solenoid valve group 211 includes a 1-2 shift valve 110, a 2-3 shift valve 120, a 3-4 shift valve 130, and a lock-up control valve 133, each of which is a solenoid valve SL1. SL2, SL3, SL
4 is included.

The input/output device 201 of the electronic control device 200 further includes a shift shock sensor 210 such as a G meter that detects shift shock and outputs a shock signal Ss, and a shift shock sensor 210 that detects output torque and outputs a torque signal S. A torque sensor 211 is connected. The electronic control device 200 outputs the above-mentioned shock signal S, individual shock signal S
5 and the torque signal S2, shift the above-mentioned shift line as shown by the broken line in FIG. Since the speed change control is performed, it is possible to reduce the speed change shock that occurs during the speed change operation.

Below, automatic transmission ATO by the electronic control circuit 200
An example of a weight control will be explained. The electronic control circuit 200 is preferably constituted by a microcomputer, and the program installed in the electronic control circuit 200 is executed, for example, according to the flowchart shown in FIG. 4 and subsequent figures.

FIG. 4 shows an overall flowchart of the shift control, and as can be seen from this figure, the shift control is first performed from initialization settings. This initialization setting is the fifth
It is executed according to the initialization subroutine shown in the figure. This subroutine initializes the ports and necessary counters of each control valve that switches the hydraulic control circuit of the automatic transmission, and sets the gear transmission mechanism 20 in series and the lock-up clutch 15 to release. Thereafter, various working areas of the electronic control circuit 200 are initialized, and the execution of the initialization subroutine is completed.

Next, after applying a delay of, for example, 5 [1 m sec,
Read position 3, that is, the shift range. Next, it is determined whether the read shift range is 2 Lenz or not. When the shift range is 2nd gear, the shift valve is controlled to release the lockup and fix the gear transmission mechanism 20 at the second speed. If the shift range is not the 2nd range, it is determined whether or not the shift range is Lunzo.

If the shift range is lunge, then it is determined whether the gear transmission mechanism is currently in the first speed. If it is the first speed, the above routine is repeated. On the other hand, if it is not the 1st gear, the lockup is released, and then the shift line corresponding to the 1st gear is read out. Note that this shift line is determined according to the Mabin rotation-engine load characteristic. Next, the turbine rotation speed (Tsp) is detected, and this turbine rotation speed is compared with the shift line read out above, and if the turbine rotation speed does not exceed the shift line, it is fixed to the first gear, and if it exceeds the shift line, it is fixed to the first gear. To do so, first shift to second gear, and then fix to first gear if the above conditions are satisfied. This is to prevent gear shift shock.

In determining whether or not the shift range is Lunge, if the shift range is not Lunge, this indicates that the shift range will end up in D range, and in this case, shift-up shift control including up-shift determination is performed first. . This upshift speed change control is executed according to the shift amplifier speed change control subroutine shown in FIG.

This upshift control is performed by first reading out the gear position, that is, the position of the gear transmission mechanism 20. Next, based on the read gear position, it is determined whether or not the fourth gear is currently selected. When it is in 4th gear, it returns and re-does the control, while when it is in 4th gear, it reads out the current throttle opening and shifts two gears at once according to the read mode and throttle opening. Read out the Sugilove shift up map.

Next, read out the actual engine speed (Esp), and compare this engine speed with the shift line shown in Figure 3, KM, for example, in the shift-up map read above. It is determined whether or not the engine rotation speed is higher than the set engine rotation speed indicated by the shift line Msu.

When the actual engine speed is smaller than the set engine speed in relation to the throttle opening, a one-stage shift amplifier map corresponding to the current throttle opening is read out. Next, the actual engine rotation speed E5. , for example, against the shift line indicated by Mfu in FIG. 3 of the above shift-up map, and determine the actual engine rotation speed E5. but,
In relation to the throttle opening, this speed change I M,u
It is determined whether or not the engine speed is greater than the set engine speed indicated in .

When this determination is NO, the control routine is restarted by returning to the start, while when it is YES, the first gear shift is performed. Next, map correction control according to the present invention is performed. This map correction control is performed according to the map correction control subroutine shown in FIG.

This map correction control is performed by first reading out the output shaft torque immediately after the shift. Next, the maximum value of shift shock that occurred in 1 second after this shift is 5rT18X.
By reading out the shock/torque mode changeover switch as well as the shock/torque mode k, which will be explained in detail later. After this, the following is calculated from the formula as an index for determining whether or not it is the optimum shift point. Here, as mentioned above, the torque/shock mode is used to weight the output torque with respect to the shock, and takes a value of, for example, 1710 to 1/1.

After this, the engine rotation speed E5. Then, it is determined whether or not this is the first time a gear change operation is being performed with the throttle opening. If this judgment is YES, add 1 to the exponent and 11 to the exponent.
is stored for the next map correction control. Then,
Set a new shift map by adding, for example, 100 rpm to the shift line of the current shift map (shown by the broken line in Figure 3), store this, complete the control, and prepare for the next shift control. . On the other hand, if the above determination is NO, that is, if it is not the first time that the P speed change is performed at the engine speed E and throttle opening, it is determined whether or not an end flag, which will be described later, has been set. If this judgment is YES, the control is completed and the next shift control is prepared. On the other hand, if this judgment is No, the above calculated index is added to 1.
is calculated in the previous map correction control and it is determined whether or not it is equal to the stored index 11. When this determination is YES, an end flag is set to complete the control and prepare for the next shift control.

1=to 11 above If the judgment is No, K1>
It is determined whether K11 or not. If this judgment is YES,
Set a new shift map by adding 100 rpm to the shift line of the current shift map, and store it. Thereafter, it is determined whether or not this new shift map is smaller than the positive limit value MAP snow 1m1t of the shift map. This limit value MAP"l 1ml t may be set between 200 and 300 rpm from the map at the design stage. If this judgment is No, the limit value MAP
Set as a new 1m1t shift map, memorize this, and set ftj! I
control and prepare for the next shift control. Above MAP>M
If AP■ is YES, add 11ml of K1.
Set and memorize t as , complete the control, and prepare for the next poison) control 1.

On the other hand, if the determination of I>K11 is NO, the appropriate gear shift map is likely to be on the low rotation side rather than the high rotation side as described above, so it is possible to
The value obtained by subtracting 0 rpm is set and stored as a new shift map. After this, this new shift map is set to the negative limit value MAPel 1ml t of the shift map.
It is determined whether the value is greater than or not.

This limit value MAPe is determined by map l 1 at the design stage.
The speed may be set between 200 and 300 rpm from mit. If this determination is NO, set the limit value MAPθ as a new 1m1t speed change map, store this, set the end flag, complete the control, and start the next shift; Prepare for ll+ control. The above M A p > M A Fe,, m
, toll constant force (If YES, set and store Kl as 11, complete the control, and prepare for the next control. By repeating the above map correction control together with the shift control, the most desirable shift line for each vehicle is determined. can be obtained.

When the first determination of M A P < Esp in the shift-up speed change control shown in FIG. 6 is YES, the engine speed is high enough to perform a skip shift-up, so a skip shift-up operation is performed. After that, map correction control shown in FIG. 7 is performed in the same manner as above, and all upshift control is completed.

The downshift control is executed according to the downshift control routine shown in FIG. This downshift control, like the upshift control, is performed by first reading out the gear/solution and then determining whether or not the gear is currently in the first gear based on the read gear position. When it is not the first speed, the current throttle opening degree is read out, and then a skip shift down map corresponding to the read throttle opening degree is read out. Next, the actual turbine rotation speed T is read out, and this turbine rotation speed is compared with the skip shift down transmission indicated by Msd in FIG. sp with opening degree.

Skip shift down change in relationship i! [1,,K
□Determine whether it is smaller than the indicated set turbine rotation speed. When this determination is No, a downshift map for downshifting by one stage according to the throttle opening is read out. Next, the actual turbine rotation speed Tsp is
Referring to the shift down shift line Mfd (see Figure 3) on the shift down map shown above, the turbine rotation speed Ts
It is determined whether p is smaller than the set turbine rotation speed indicated by the downshift shift line Mfd in relation to the throttle opening. When this determination is NO, control is resumed by returning to the start, and when this determination is YES, a one-stage downshift is performed. After performing this one-stage downshift, map correction control shown in FIG. 7 is performed in the same way as in the case of upshift control.

When the first MAP (T O determination is YES), the engine speed has decreased enough to perform a skip shift down, so a skip shift down operation is performed, and then the same steps as above are performed. The map correction control shown in FIG. 7 is performed to complete the downshift control.

[Brief explanation of the drawing]

FIG. 1 is a diagram showing a cross section of a mechanical part and a hydraulic control circuit of an electronically controlled automatic transmission according to an embodiment of the present invention, and FIG. 2 is a diagram showing a sub-control circuit of the electronically controlled automatic transmission. FIG. 3 is a diagram showing an example of a speed change map, and FIGS. 4, 5, 6, 7, and 8 are flowcharts of speed change control according to the present invention. 10... Torque converter, 11... Pon 7', 1
2... Turbine, 100... Hydraulic pump, 103.
...Select valve, 200...Electronic control circuit, 207.
...Load sensor, 208...Engine speed sensor,
209...Turbine rotation speed sensor, 210...Shift shock sensor, 211...Torque sensor Fig. 2, 200 Fig. 3

Claims (1)

[Claims] A torque converter connected to the output shaft of the engine, a speed change gear mechanism connected to the output shaft of the torque converter, a speed change switching means for switching the power transmission path of the speed change gear mechanism to perform speed change operations, and a speed change switching means connected to the output shaft of the engine. A hydraulic actuator to be operated, an electromagnetic means for controlling the supply of pressure fluid to the hydraulic actuator, an engine rotation speed,
A rotation speed sensor that detects either the turbine rotation speed or the vehicle speed, an engine load sensor that detects the entire magnitude of the engine load, and an output signal of the rotation speed sensor and an output No. 18 of the engine load sensor. control means for automatically shifting gears by comparing these output signals with pre-stored shift lines, determining whether or not to shift gears, and driving and controlling the electromagnetic means based on this determination; In an electronically controlled automatic transmission comprising: a shift shock sensor that detects a shift shock that occurs during a shift; and a shift line stored in the control means based on an output signal from the shift shock sensor. An electronically controlled automatic transmission characterized by being provided with a shift line shift means that shifts the shift line in the direction of engine rotation speed, turbine rotation speed, or vehicle speed where shock is reduced.