JPS60101344A - Speed change control method for automatic speed change gear - Google Patents

Abstract

PURPOSE:To always maintain an automatic speed change gear in the optimum operating condition by keeping the speed from changing to the top speed step when a throttle valve opening is more than a designated value and a car velocity is within the designated range in an automatic speed change gear in which a part of function in a high speed range of a hydraulic control device is compensated by an electric control device. CONSTITUTION:A speed change control device of an automatic speed change gear including a plurality of frictional engagement devices has a valve element for controlling for permitting a speed change to the top speed step or not, and the supply of oil pressure to the valve element is controlled by a solenoid valve 92 which is controlled to turn on electricity by an electric arithmetic operation device 101. Output signals of a car velocity sensor 102 and a throttle sensor 103 are input to the operation device 101, and the operation device 101 is adapted to apply an electric current to the solenoid on detecting that a throttle valve opening is more than a designated value, for example, 85% and a car velocity is more than a comparatively low first designated value and less than a comparatively high second designated value. When a car velocity is less than the first designated value or more than the second designated value, a speed change to the top speed step is permitted.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to controlling the speed change of an automatic transmission for a vehicle using a speed change control device, and in particular to controlling the operating characteristics of a hydraulic control device that has conventionally been commonly used as this type of control device. This relates to electrically compensating for limitations.

Gear transmission tjJI with hydraulic 1~lux converter and multiple frictional engagement devices to obtain several gears
In automatic transmissions for vehicles including 4ii, the operation of the frictional engagement device is controlled in various ways depending on the interlocking state of the vehicle, and the gear transmission mechanism is adjusted to the most suitable for the driving state of the vehicle at that time. Control to an appropriate speed change state is automatically performed. Switching control of such Iψ friction engagement equipment is normally performed by a hydraulic control device, and this hydraulic control device has a throttle hydraulic pressure that changes depending on the amount of depression of the accelerator pedal, that is, the intake throttle opening, and a control that changes depending on the vehicle speed. A gear change valve is built in that is switched and operated according to the equilibrium relationship of the governor oil pressure, and the gear speed of the gear transmission mechanism is selected based on the contrast between the throttle oil pressure and the governor oil pressure, that is, the accelerator pedal depression ωε vehicle speed. It has become. However, in the switching control of the transmission valve by such a hydraulic control device, a certain amount of oil leakage inevitably occurs in the throttle hydraulic control valve and the governor hydraulic control valve that generate the throttle hydraulic pressure and the governor hydraulic pressure. The value of the line oil pressure, which is the source of the governor oil pressure, is naturally subject to certain limitations due to the structure of the hydraulic control device.Furthermore, it is usually attached to the output shaft of an automatic transmission and utilizes the centrifugal force generated by rotation. The governor hydraulic control valve that generates governor hydraulic pressure also has a limit to the vehicle speed at which it can be detected due to lateral movement constraints.
Due to these various constraints, hydraulic control (
! There is a problem that the operational error of No. 11 injection becomes large or proper control operation cannot be obtained.

The present invention addresses the above-mentioned problems and incorporates an electric control device into the hydraulic control device of an automatic transmission for a vehicle, so that part of the functions of the hydraulic control device especially in high speed ranges of the vehicle can be performed by the electric control device. By supplementing, it is possible to set the automatic transmission to the optimum operating state in a wide range of driving conditions, from low-speed to high-speed driving of the wheels. To provide an improved shift control method capable of preventing an engine from overrunning even if a vehicle speed sensor inputted to a vehicle fails and a vehicle speed signal output from the vehicle speed sensor indicates a low vehicle speed of zero or close to zero. It is an object.

According to the invention, such an object is to provide an automatic transmission including a hydraulic torque converter and a gear transmission mechanism with a plurality of frictional engagement devices for obtaining several gears, a hydraulic power source, A line oil pressure control valve that generates a line oil pressure regulated from the oil pressure source, a throttle oil pressure control valve that generates a throttle oil pressure that corresponds to the intake throttle opening degree, and a governor that generates a governor oil pressure that corresponds to the vehicle speed. a hydraulic control valve, a manual switching valve that manually switches a gear range, and a plurality of shift valves that switch the hydraulic pressure supplied to the frictional engagement device according to the balanced relationship between the throttle hydraulic pressure and the governor hydraulic pressure; A vehicle speed sensor that generates an electric signal according to the vehicle speed, a throttle sensor that generates an electric signal according to the intake throttle opening, and one end that is displaced depending on whether or not oil pressure is selectively supplied to determine the maximum speed. a valve element that controls whether or not to allow gear shifting; a solenoid valve that controls the supply of hydraulic pressure to the one end of the valve element; and an electric signal generated by the vehicle speed sensor and the throttle sensor. In the method of controlling the speed change using a speed change control device having an electric actuating device or the like that controls the energization of the solenoid valve, when the throttle opening is equal to or larger than a relatively large predetermined value,
If the vehicle speed is above a relatively low predetermined first value and below a relatively high predetermined second value, as judged from the output of the vehicle speed sensor, shifting to the highest speed gear is prevented. However, when the vehicle speed is at least the second value, the gear is allowed to shift to the highest speed gear, and when the vehicle speed is less than the first value, the gear is allowed to shift to the highest gear regardless of the throttle opening. This is achieved by the following method.

The invention will now be described in detail by way of example embodiments with reference to the accompanying drawings.

FIG. 1 is a schematic diagram showing an example of a hydraulic automatic transmission with an overdrive device. A more specific structure of such an automatic transmission is illustrated and explained in detail in Japanese Patent Application No. 159179/1979 filed by the same applicant as the present applicant, and if necessary, please refer to these applications. Please refer to the specification and drawings.

This automatic transmission includes a torque converter 1, an overdrive mechanism 2, and a gear transmission mechanism 3 with three forward speeds and one reverse speed, and is controlled by a speed change control device as shown in FIG. It has become. Torque converter 1 is pump 5
, a turbine 6 and a stator 7, the pump 5 is connected to the engine crankshaft 8 and the turbine 6 is connected to the engine crankshaft 8.
is connected to the turbine shaft 9. The turbine shaft 9 is the output shaft of the torque converter 1, which also serves as the input shaft of the overdrive 114N2, and the carrier 1 of the planetary gear system in the overdrive mechanism 2.
Connected to 0. A planetary pinion 14 rotatably supported by a carrier 10 meshes with a non-gear 11 and a ring gear 15.

A multi-disc clutch 1 is installed between the luxury gear 11 and the carrier 10.
A multi-disc brake 19 is provided between the sun gear 11 and a housing or overdrive case 16 containing the overdrive mechanism.
is provided.

The ring gear 15 of the overdrive mechanism 2 is connected to the input shaft 23 of the gear transmission mechanism 3. A multi-disc clutch 24 is provided between the input shaft 23 and the intermediate shaft 29, and a multi-disc clutch 25 is provided between the input shaft 23 and the sun gear shaft 30.
is provided.

A multi-disc brake 26 is provided between the sun gear shaft 30 and the transmission case 18. sun gear shaft 30
The sun gear 32 provided on the carrier 33 , a planetary pinion 34 supported by the carrier, a ring gear 35 meshing with the pinion, and another carrier 36
, a planetary binion 37 carried by the carrier
, and the ring gear 38 that meshes with the pinion constitute a planetary gear mechanism. A ring gear 35 in one of the planetary gear mechanisms is connected to an intermediate shaft 29. Further, the carrier 33 in this planetary gear mechanism is connected to the ring gear 3B in the other planetary gear mechanism, and the carrier and ring gear are connected to the output shaft 39. Furthermore, a multi-disc brake 27 is provided between the carrier 36 and the transmission case 18 in the other planetary gear mechanism.
A one-sided clutch 28 is provided.

In such a hydraulic automatic transmission with an overdrive device, each clutch and brake are engaged or released according to the engine output and vehicle speed by a hydraulic control device, which will be explained in detail below. /D), or one reverse speed by manual switching.

Table 1 shows the shift gear position and operating status of clutches and brakes.
Accepted.

Here, the O mark indicates the engagement of each clutch/brake, the Δ mark indicates IM& when the vehicle is being driven from the engine side (solution A& during engine braking), the X mark indicates the solution 1+& state, and (0/
D) does not indicate overdrive position.

For forward movement, in D range 1st, 2nd, 3rd, 4th (0/
D) Automatic speed change operation is possible, with 1st speed in 2nd range,
2-speed automatic transmission operation is possible, and in the lower range, it is fixed at 1st speed.

FIG. 2 is a pictorial diagram showing one embodiment of the speed change control device. Oil pumped up from the oil reservoir 40 by the oil pump 41 is sent to the line oil pressure control valve 42, and is sent to the oil line 43.
A line oil pressure P4 regulated to a predetermined pressure is generated.

This line oil pressure is also supplied to a manual switching valve 44, a throttle oil pressure control valve 45, and a detent oil pressure control valve 46.

The manual switching valve 44 is for parking (P), reverse (R),
Neutral (N>, D range (D>, 2 range (2>)
, L range (shi), and the line oil pressure supplied to the input boat 713a is switched to the output port 1-43b, 43c, 43c, depending on the valve switching position.
43d and 4381.1 appear in Table 2 accordingly.

Table 2 The pressure control valve 45 is activated when the accelerator pedal is depressed.
71, that is, the intake slot] to generate a hydraulic pressure pth at its output port 50, which increases in accordance with the opening degree of the valve. The detent oil pressure control well 46 outputs the detent oil pressure, which is a predetermined oil pressure lower than the line oil pressure, to its output oil line 5.
The detent oil pressure generated at 1 is supplied to the transmission valve described below through a switching valve 52 and an oil passage 53, which are built into the throttle oil pressure control valve and communicated with each other when the accelerator pedal is depressed to a predetermined degree. The output oil passage 47 connected to the port 43b of the manual switching valve 44 is connected to the clutch 24.
(forward clutch), and an oil path 47a branched from the middle thereof leads to a governor hydraulic pressure control valve 54. The governor hydraulic pressure 11i control valve generates governor hydraulic pressure Poo at its output port 55 in accordance with the vehicle speed.

56 and 57 are a 1st-2nd speed switching valve and a 2nd-3rd speed switching valve, respectively, and 5B is an overdrive control valve.

The 1-2 speed switching valve 56 includes two valve elements 60 and 61 facing each other in the axial direction via a compression coil spring 59. The valve element 60 has a lower end that is the sum of the downward pressing force in the drawing exerted by the spring 59 and the downward pressing force in the drawing acting by the throttle oil pressure pth applied to the port 62 via the oil passage 50'a. Oil passage 55a to boat 63
According to the balance between the upward pressing force in the figure given by the governor oil pressure P00 exerted through the Valve element 6 is adapted to be displaced between valve elements 6 and 6.
1 supplies the boats 64 and 65 with the line oil pressure that appears on the boat 4.3d when the manual switching valve 44 is switched to the L range, after being regulated through the oil line 49 and the low modulator valve 66. When the oil pressure (IC) is supplied, the valve element 61 is displaced downward in the figure, and the valve element 60 is forcibly held at the vehicle speed below which is the switching position to 56. It has the effect of

The 2-3 speed switching valve 57 similarly has valve elements 68 and 69 facing each other in the axial direction via a compression coil spring 67, and the valve element 68 is also acted upon by the spring 67. The sum of the downward pressing force due to the throttle hydraulic pressure pth exerted on the port 70 via the downward pressing force and the oil passage 501) and the downward pressing force exerted on the port 70 via the oil passage 551) is the governor hydraulic pressure P(IO) exerted on the bows 1 to 71 at the lower end of the light Due to the equilibrium relationship with the upward pressing force in the figure exerted by The line hydraulic pressure appearing at the output port 43c when the manual switching valve 44 is switched to the 2nd range is applied to the upper surface of the valve element 69 via the oil passages 48 and 48a and the boat 72. At this time, the valve element 69 is displaced downward,
Valve element 68 is forced into the downwardly switched position shown at 57A.

The overdrive control valve 58 has axially opposed valve elements 74 and 87 with a helical compression spring 73 in between. Further, above the valve element 87, another valve element 8B is provided. Valve element 74 is pressed downward in the figure by compression coil spring 73, while valve elements 87 and 88 are pressed upward in the figure by compression coil spring 73. An oil passage 5 is provided at the lower end of the valve element 74.
The governor hydraulic pressure PgO supplied to the boat 75 via 5C is applied. Further, a throttle oil pressure pth is applied to the upper end of the valve element 87 via an oil passage 50c and a port 77, and when this throttle oil pressure exceeds a certain value that overcomes the repulsive force of the compression coil spring 73, the Valve element 87 in the compressed state of the compression coil spring
directly engages with the valve element 74 and exerts a downward pressing force on the valve element 74 in the figure. Therefore, the valve element 88 is biased toward its first part 19η (as shown in the right half of the A-Patrive control valve shown in the figure), and the boat 77 is
l-! When the throttle oil pressure is below the pressure that avoids compressing the compression coil spring 73, the piston element 74 moves at 58A due to the equilibrium relationship between the downward spring force exerted by the compression coil spring 73 and the governor oil pressure acting on the boat 75. It is appropriately switched between the downward switching position shown and the upper switching position shown at 58B depending on the vehicle speed. In addition, the boat 7 is placed in a state where the valve element 88 is biased to the upper end position as shown in the figure.
When the throttle oil pressure 1J acting on the valve element 7 increases and the compression coil spring 73 is compressed to bring the valve element 87 into direct contact with the valve element 74, the valve element 74 acts on the valve element 87 via the boat 77. It is appropriately switched between the switching positions 58A and 58B based on the balanced relationship between the downward pressing force in the figure due to hydraulic pressure and the upward pressing force in the figure due to the governor hydraulic pressure acting on the boat 75.

The manual switching valve 44 is connected to the boat 78 of the 1st-2nd speed switching valve 56 via an oil passage 47b, and is switched to the D range.
Line oil pressure is supplied. When the 1st-2nd speed switching valve is in the upward operating position shown at 568, this line oil pressure is applied to the 2nd-3rd speed switching valve 5 from the boat 79 via the oil passage 470.
7 to boat 80. When the 2-3 speed switching valve is in the downward switching position shown at 57A, the line oil pressure led to the boat 80 is transferred from the boat 81 to the oil passage 47d.
It is then guided to the brake 26 (second brake).

Furthermore, when the 2-3 speed switching valve is in the upward switching position as shown at 57B, the hydraulic pressure supplied to the boat 80 is guided to the boat 82, from where it passes through the oil passage 47e and the shaft valve 47f. It is supplied to clutch 25 (reverse clutch).

Incidentally, when the manual switching valve 44 is switched to the L range, the oil pressure appearing at the output port 43d flows through the boat 64 of the low modulator valve 66.1-2 speed switching valve 56, its boat 83, and the oil passage 4.9a. Then, it is supplied to the inride side of the brake 27 (first brake). still,
A manual switching valve 44 is located on the outride side of the brake 27.
The oil n that appears on its output boat 43e when switched to the position: /l< (It is adapted to be supplied with it.

A- The boat 84 of the patrol control υ11 valve 58 has an oil line/
I 3 J: Line oil 1 via line oil passage 43 [and 431
1'/l<supplied. The line oil pressure supplied to the boat 84 is applied to the boat 85 when the overdrive control valve is in the downward switching position as shown at 58A.
and oil passage 43 (overdrive +Xl 4i4 via +
When the overdrive control valve is switched upward as shown at 58B and is in this position, it is supplied to the brake 19 of the overdrive mechanism via the boat 86 and the oil passage 43h.

The upper end of the valve element 88 of the A-Patrive control valve 58 contains the line oil pressure that appears on the boat 430 when the manual selector valve is switched to the 2 or L position.
It is supplied via oil lines 48, 48b, shuttle valve 89 and boat 90. Also this boat 90
The line hydraulic pressure is also selectively supplied through a single path passing through the solenoid valve 91 and shuttle valve 89.

The solenoid valve 91 has a solenoid 92 and an armature 9.
3. A compression coil spring 94, a valve port 95 that is opened and closed by a valve element formed at the tip of the armadure 93.
, an inlet port 96, an outlet port +-97, and a drain port 98 leading to the valve port 95. Solenoid 92
When the armature 93 is not energized, the armature 93 is displaced downward in the figure by the action of the compression coil spring 94, and its tip is in a state where the valve boat 95 is closed. In this state, the inlet bow h passes through the oil passage 43J and the orifice 99.
The line hydraulic pressure supplied to 96 is directly transferred to the exit boat 97.
The oil then passes through the oil passage 43k to the shaft valve 89, and is then supplied to the boat 90 of the over 1~live control valve 58 through the oil passage 431. On the other hand, when the solenoid 92 is energized, the armature 93 is displaced upward in the figure C against the action of the compression coil spring 94, and the valve bows 1 to 95 are opened. In such a state, the line hydraulic pressure (supplied to the artificial boat 96) via the oil passage/I3j and orifice 99 (
Yobu? The line hydraulic pressure is released from the boat 95 to the lidosyn boat 98, and the line hydraulic pressure is not effectively transmitted to the output boat 97 and the oil passage 43k following it.

A manual switch 1 is attached to the solenoid 92 of the solenoid valve 91.
Excitation current is selectively supplied from the electric arithmetic operation device 101 via the voltage 00. Electrical sieve device 1
01 is a vehicle speed sensor 1 that generates an electric signal according to the vehicle speed.
02 and a throttle sensor 103 which generates an electric signal according to the intake throttle level 1a.

The throttle sensor 103, which generates an electric signal according to the opening degree of the intake throttle valve 1, generates an electric signal by directly detecting the opening degree of the intake throttle valve provided in the carburetor of the engine. Alternatively, as shown in FIG. 2, there may be a device such as a hydraulic switch 104 for detecting the detent oil that appears on the boat 53 of the throttle hydraulic control valve when the accelerator pedal is depressed beyond a predetermined degree. It may be.

The operating procedure of the speed change control device, which is not shown in FIG.
Except for the special operation of the electric control unit U including the solenoid valve 91, etc., which are related thereto, are generally well known, but in order to make the description of the present invention clearer, the hydraulic control circuit that is the basis thereof will be explained here. The operation will be briefly explained below.

When the D range manual switching valve 44 is switched to the D range and is in -C, line oil pressure is being supplied to the oil passage 47, and this line oil pressure is being supplied to the clutch 24 as it is. At this time, when the vehicle is stopped or running at low speed, the governor oil pressure PgO generated by the governor oil pressure control valve 54 is low (,1-
The 2nd speed switching valve 56.2-3rd speed switching valve 57 and the overdry 1 control well 58 are in the downward switching position as shown at 56A157A and 58A, respectively, and the oil n- supplied through the oil path 47b is in the port. 1 is blocked at 78, and the reverse scrap 25 which connects to the subsequent oil passage
And hydraulic pressure is not supplied to the hiccup brake 26. On the other hand, the oil pressure guided from the oil passage 43 to the overdrive control piece 58 is supplied to the clutch 12 of the overdrive mechanism. The speed change mechanism i is in the first speed state.

When the vehicle speed gradually increases from this state, the governor oil ffP
(10 gradually increases, and at a certain vehicle speed, 1.7J in 1st-2nd gear
The switching valve 56 is switched to the position 56B, and the port h
79 line oil pressure is led, this oil pressure is transmitted from the boat 80 of the 2-3 speed switching valve 57 to 81, and is supplied to the second brake 26 through the oil path /17d, and the second brake 26
engage. In this state, the rain shift m mechanism is switched to the second speed state.

When the medium speed further increases, the 2-3 speed switching valve 57 is also switched to the position 57B, and from this the boat is supplied to the reverse clutch 25, which engages the clutch 25 and acts on the brake 26. Hydraulic pressure is oil line/l 7-d
, is discharged from the boat 81 via the drain boat 81a. In this state, the south-central transmission mechanism is switched to the third (3rd speed, direct connection) state.

As the vehicle speed further increases, the overdrive control piece 58 is also switched to the position 58B, assuming that the boat 90 in A is not supplied with hydraulic pressure. Boat 86
The oil pressure is then supplied to the brake 19 through the oil passage 13h, while the hydraulic pressure acting on the clutch 12 is discharged through the oil passage 43g and the boat 85 to the re-drain boat 85a. In this state, the overdrive mechanism 2 operates and an overdrive state is achieved.

The above has explained the switching changes that occur as the governor oil pressure increases due to an increase in vehicle speed, but of course, such switching changes occur due to the balance between the governor oil pressure and the throttle oil pressure that act opposite to the valve elements of each switching valve, as described above. It is carried out after
The switching point changes only depending on the vehicle speed (%) and the amount of depression of the actuator pedal.On the other hand, when the vehicle speed decreases, the A-patrive control valve 58.2-3
58 respectively in the order of quick switching valve 57.1-2 speed switching valve 56
8J, S5) Switched to F3△, 57B to 57A, 56B to 56Δ, and the corresponding gear changes /
l! It is clear that J'.

When the 2nd range hand #h l, 7 JIA valve 44 is switched to the 2nd range, the output port 43 in addition to its output port h 43 b
ctJ'b oil pressure is generated, and this oil pressure is applied to oil passages 48a and 48.
11 to the boat 72 of the 2-3 speed switching valve 57 and the boat 90 of the overdrive control valve 58, respectively, and forcefully press these valve elements 69 and 74 downward/J in the figure. , the 2-3 speed switching valve and the overdrive control valve are forcibly held at switching positions 57A and 58A, respectively.Therefore, in such a state, the overdrive mechanism is held in a locked state, and the gear transmission mechanism is is the second
It operates only below speed, that is, in first or second speed.

When the Lunge manual switching valve 44 is switched to [range], oil pressure is also generated at its output port 43d, and this oil pressure passes through the low modulator valve 66 to the boat 64 of the 1st-2nd speed switching valve 56.
and 65, the valve element 61 is moved downward in the figure 171L, and the 1st-2nd speed switching valve is forcibly held in the state 56A. In this state, the automatic transmission mechanism is maintained at the first speed state.

Next, an electric control device for electrically controlling the overdrive control valve 58, that is, the highest gear shift valve that achieves the highest speed gear among the shift valves will be described. FIG. 3 is a diagram showing an example of the logic circuit in the electric acting device 101 in FIG. It is configured as a switch that detects whether or not the limit has been exceeded.
Such a switch detects kickdown of the accelerator pedal, and may be called a kickdown switch. Therefore, in the following description, this will be referred to as a kickdown switch.

-1 The output a of the down switch 103 becomes l-1 (high) when the throttle opening is 85%, and becomes L (low) when the throttle opening is 85% or more (T≧85%). Zaru.

Inside i1 t-', the output of J102 is comparator 1
゜! i and 106. Comparator 10
5 and 106 respectively have a high speed reference voltage X and a low speed LJ.
flu Voltage Y is input. Comparator 10
The output C of No. 5 indicates the vehicle speed. When the voltage V is equal to but smaller than the high-speed reference voltage x (V≦X), it becomes l- and when the voltage V is greater than the high-speed reference voltage X (VEX).
It is set to be H. The high-speed reference voltage
It is designed to take one of two values of v1. In this case, for example, V+ha165km/11tea'Q, Δ
vI may be 10 kIll/h.

The comparator 106 compares the voltage V and the low-speed reference voltage Y, and its output d becomes L when V≧Y, and v
5U is set so that it becomes H when <Y. The low-speed reference voltage Y also changes to v2 due to changes in speed and vehicle speed.
and v2-Δv2. In this case, for example, v2 is 65 kIll/h, and ΔV2 G may be 120 km/h.

The output a of the kickdown switch 103 and the outputs C and d of the inverters 105 and 106 are supplied to an OR circuit 107. The output e of the OR circuit 107 is the human power a
, C, and d are all 1, and are l-1 under these other conditions. 108 is a solenoid drive circuit for driving the solenoid 92;
-1, energizes the solenoid 92 and energizes it (
(turn it on). On the other hand, when the human power e is L,
The solenoid drive circuit 108 supplies current to the solenoid 92 and de-energizes it (turns it OFF). As is clear from this, when the throttle opening does not reach 85% (that is, when kickdown is not performed), the solenoid 92 is in the ON state regardless of the vehicle speed.

FIG. 4 is a graph showing the set value of the change in the high-speed base 1jP voltage x with respect to the vehicle speed when the throttle opening is 85% or higher, and the change in the output C of the comparator 105 with respect to the vehicle speed based on the set value. 5, and Fig. 55 shows the high-speed M when the throttle opening is less than 85% or when kickdown is performed at a constant If speed from that state.
It is a graph showing changes in quasi-voltage X and output C with respect to vehicle speed.

1111: Figure 6 shows the design value of the low-speed reference voltage Y for the vehicle speed when the throttle opening is 85% or above and the output of the comparator 106 based on it (
1 is a graph showing changes with respect to vehicle speed.

21: Figure 7 shows the changes in the low-speed reference voltage Y and the output d with respect to the vehicle speed when the throttle opening is 85% or less or kickdown is performed at a constant vehicle speed in that state. It is a graph.

By combining these graphs, when kickdown is performed at a constant vehicle speed, the solenoid 92 will be in a state as shown in FIG. 8 depending on the vehicle speed at the time of kickdown. In other words, if the speed is medium before kickdown, is greater than Vl - ΔV+, or is smaller than V2, the solenoid that was in the ON state until then remains in the ON state even after the kickdown, but
When the vehicle speed is between V2 and V+-Δv1, the solenoid that was previously in the ON state is turned OFF due to kickdown.

Further, when the vehicle speed changes in an operating state where the throttle opening is 85% or more, the solenoid 92 is switched between ON and OFF with hysteresis as shown in FIG.

By switching the solenoid 92 as described above according to the vehicle speed, the shift characteristics of the overdrive control valve 58 in the high speed range are modified as compared to when only the hydraulic control device is used, as shown in FIG. Ru. That is, the shift line h-i-j in FIG. 10 is the modification of the upshift characteristic from 3rd gear to overdrive by the electric control device, and the shift line -1-m is the correction of the upshift characteristic from 3rd gear to overdrive by the electric control device. 1 is a modification of the downshift characteristic from overdrive to 3rd gear by the device 1, and this -r positive changes the shift characteristic in the high speed range for vehicles to I! ! ! It is understood that it will be revised in a lenient manner.

In addition, in this way, the solenoid is turned on and off in the high speed range.
Regarding F, by providing hysteresis, it is possible to prevent frequent switching between third gear and overdrive due to changes in vehicle speed, such as on a hill. In addition, compared to the case where the vehicle speed is increased by shifting from low speed to high speed (i.e., the mid-speed limit for prohibiting downshift in case of kickdown is set lower), This prevents a large shift shock from occurring.

Furthermore, in the electric control device (e) above, the solenoid is held ON at low speeds (i.e., in the speed range where gear shifting is performed only by the hydraulic control device). This is to prevent the solenoid from being turned off unnecessarily every time a kickdown occurs in such a low speed region.
durability is greatly increased. Also, regarding the 0N-OFF of the solenoid in such a low speed range, hysteresis is given in relation to the vehicle speed, so the 0N-OFF of the TSURAID
There is no risk of hunting of the solenoid near the boundary of F. Furthermore, since the solenoid is kept ON at low speeds, if a kickdown is performed while driving at high speeds (V+ or higher), the speedometer cable may break or the vehicle speed sensor may malfunction. As a result, downshifting can be prohibited even when a vehicle speed signal cannot be obtained, and shift shock caused by inadvertent downshifting at high speeds can be prevented.

FIGS. 11 and 12 are diagrams showing a more specific embodiment of the electric arithmetic operation device 101. FIG. Note that FIG. 12 shows an IC incorporated in the circuit shown in FIG. 11, and this IC is shown in FIG. 11 by aligning its terminal A-1 with terminal A-1 in FIG. It is incorporated into the circuit shown.

When the vehicle is running, the lead switch of the vehicle speed sensor 102 is intermittent to generate a medium speed pulse signal. This vehicle speed pulse signal is input to terminal A of l0109, from which it is converted into a voltage signal V proportional to the width speed by an F-V conversion circuit 110 incorporated in the IC, and output to terminal fC. Resistors R3 and R4 connected to terminal C are regulating resistors for voltage V. The terminal 1/C is connected to the comparator 111 inside the IC, and is compared with the high-speed reference voltage X at the terminal divided by resistors R5, Ra, and R7.
〉×The output at the throat terminal F becomes L. IC109
A comparator 112 is further incorporated inside, and the input terminal G of A is connected to the kickdown switch 10:3. Since the switch 103 is turned on during kickdown, the output of the comparator 112 becomes 1'' at this time. ] The output stages of the comparators 111 and 112 are both oven collector types, and the terminals F and G are connected to each other, so both outputs are all L except for H.
becomes.

Terminal I is the power supply terminal for IC 109, and terminal E is the ground terminal.

A comparator on the low speed side is constituted by the transistors Tr+ and Tr2. When the vehicle speed signal V at the terminal C is lower than the low speed reference voltage Y, the collector of the transistor Tr+ and the base of the transistor Tr2 become 1-1, and the base of the transistor T'r3 becomes L. When v〉Y, the output at terminal 1 becomes Tr (If r, the base of transistor Tre becomes ]-1, and if the output at terminal H becomes 1-, it becomes L. Transistor Tr+1 The base of the cutoff transistor l'rn whose base is L becomes H,
The base of the 1-herald transistor Tr5 is L. If the overdrive main switch 113 is ON when the base of the transistor Tr5 is L, the solenoid 92 is energized (O
N) state. Note that the diodes D+ and D2 are diodes for absorbing reverse voltage surges.

When the kickdown switch is OFF, that is, when there is no kickdown state, the output of the comparator 112 becomes 1, and the output of the comparator 111, transistors Tr+ and Tr
Regardless of the operation of transistor 2, the base of transistor Tra is l-
The solenoid 92 is held ON. This high-speed reference voltage X is Vl-△vI, and the low-speed reference voltage Y is v2.
It becomes.

When the kickdown switch is turned from OFF to ON at a constant medium speed, the following occurs.

, at V2, the terminal 1-1 becomes 1, but since the base of the transistor r2 is H, the transistor T+
' The base of g is (-, and the solenoid 92 is ON until J. At this time, the high-speed reference voltage
Therefore, the voltage rises to X=V+ via the resistor R7.

When V<Vl -ΔV+, the terminal H is H, and the bases of transistors 1 to 1 r2 are L, so the bases of transistor Tra are 1-1, and the solenoid is 01:[
to be reversed. At this time, the low-speed reference voltage Y is
Since the emitter potential of Y −V 2−Δv2 decreases,
becomes.

When V>Vl-Δv1, the base of the transistor Tra becomes 1 because of the terminal H1fiL, and the solenoid remains ON.

When the vehicle speed is increased or decreased in the kickdown state, the following happens.

First, when kicking down when V<V2, the solenoid remains ON and X=V+. Vehicle speed increases and V2<
When V<Vl, the base of transistor Tr2 becomes L
As a result, the base of the transistor Tr3 becomes H, and the solenoid 92 is turned off. At this time, Y=V2-
△v2 roars.

When the vehicle speed further increases and V>Vl, terminal H becomes 1-
Since the base of the transistor Tra becomes H,
The solenoid returns to ON again and becomes X-Vl-Δv1.

Next, on the pitching road, etc., the vehicle speed is V while still in the kickdown state.
Consider the case where the voltage decreases from >Vl.

Since ×=v1-ΔVl\/ > V +-ΔVI
Then the solenoid remains ON. v2−Δv2<
When V < V + - ΔVl, the solenoid is turned OFF and X=V+. The width further decreases to V〈V2-
When Δv2 is reached, the solenoid 92 is turned ON again.
No.j'), Y=V2.

It will be understood that with this configuration, ON-OFF operation of the solenoid as shown in FIGS. 8 and 9 can be obtained.

In the following, the present invention will be described in detail with regard to specific embodiments.
However, it will be obvious to those skilled in the art that the present invention is not limited to such embodiments, and that various embodiments are possible within the scope of the present invention.

[Brief explanation of the drawing]

FIG. 1 is a schematic diagram without showing an example of a hydraulic automatic transmission with an overdrive device. FIG. 2 is a schematic diagram showing an example of a speed change control device according to the present invention for the automatic transmission shown in FIG. FIG. 3 is a diagram showing the logical configuration of the electric arithmetic operation device incorporated in the speed change control device shown in FIG. 1. Figures 4 to 9 are the electric calculation operating device ff shown in Figure 3.
It is a graph explaining the operation of /. FIG. 10 is a shift diagram showing how the shift diagram is corrected by the shift control device according to the present invention. FIG. 11 is an electric circuit diagram showing a more specific embodiment of the electric drawing device 1j. FIG. 12 is a diagram showing IC elements incorporated into the electric circuit shown in FIG. 11. DESCRIPTION OF SYMBOLS 1... Torque converter, 2... Overdrive mechanism, 3... Gear transmission mechanism, 5... Pump, 6...
Turbine, 7... Stator, 8... Engine crankshaft, 9... Turbine shaft, 10... Carrier, 11...
・Sun gear, 12...Multi-plate clutch, 13...One-way clutch. 14...Planetary binion, 15...Ring gear. 16... Overdrive case, 18... (- Lance transmission case, 19... Multi-disc brake, 23...
...Input shaft of gear transmission mechanism, 24.25...Multi-disc clutch. 26.27...Multi-disc brake, 28...One-way clutch, 29...Intermediate shaft, 30...Sun gear shaft,
31...Support, 32...Sun Gear, 33...
career. 34...Planetary binion, 35...Ring gear. 36...Carrier, 37...Planetary Binion,
38...Ring gear, 39...Output shaft, 40.2.
Oil reservoir 1f-ba, 41... oil pump, 42...
・Line hydraulic control jL44...manual switching valve, 45...
- Throttle oil pressure control valve, 716...Detent oil pressure control valve, 47...D range output) J oil path, 48...2 range output oil path, 49...Lunge output oil path, 52...
Switching valve, 54... Governor oil pressure 1.11 Valve open, 56...
...1-2 speed switching valve, 57...2-3 speed switching valve, 58
... Overdrive rice control valve, 66 ... Low modulator valve, 91 ... Solenoid valve. DESCRIPTION OF SYMBOLS 100... Manual switch, 101... Electric calculation operating device, 102... Vehicle speed sensor, 103... Throttle L position, 107I... Oil pressure switch, 105.1
06...] inverter, 107... OR circuit, 10
8... Solenoid drive circuit, 109... IC element,
110...F-V conversion circuit, 111.112...Comparator patent applicant Toyota Motor Corporation representative Patent attorney Masa Akashi Takeshi Σ−℃−Σ−V− () υJ

Claims (1)

[Claims] An automatic transmission including a hydraulic torque converter and a gear tL speed mechanism equipped with a plurality of frictional engagement devices for obtaining several gears is connected to a hydraulic source and a line whose pressure is regulated from the hydraulic source. There is a line hydraulic control valve that generates hydraulic pressure, a throttle hydraulic control valve that generates throttle hydraulic pressure according to the intake throttle opening, and a governor hydraulic control valve that generates governor hydraulic pressure according to the vehicle speed, and a manual shift range switch. a plurality of speed change valves that switch the hydraulic pressure supplied to the frictional engagement device according to the equilibrium relationship between the throttle hydraulic pressure and the governor hydraulic pressure; and a vehicle speed sensor that generates an electric signal according to the vehicle speed. , a throttle sensor that generates an electric signal depending on the intake throttle opening, and one end that is displaced depending on whether or not hydraulic pressure is selectively supplied to control whether or not to allow shifting to the highest speed gear. a solenoid valve that controls the supply of hydraulic pressure to the one end of the valve element; and an electrical calculation that controls energization of the solenoid valve based on electrical signals generated by the vehicle speed sensor and the throttle sensor. In the method of controlling the speed change using a speed change control device having an actuating device, when the throttle opening is equal to or higher than a relatively large predetermined value, the vehicle speed is relatively low as judged from the output of the vehicle speed sensor. When the vehicle speed is above a predetermined first value and below a relatively high predetermined second value, shifting to the highest speed gear is prevented, but when the vehicle speed is below the second value, shifting to the highest speed gear is prevented. A method characterized in that the gear shift is allowed, and when the vehicle speed is less than the first value, the highest speed gear is allowed regardless of the throttle opening.