JPS60143256A - Controller for automatic transmission gear for vehicle - Google Patents

Abstract

PURPOSE:To prevent deterioration of fuel consumption and the coccurrence of overrun of an engine due to a manual switch being left switched-ON, and erroneous operation, by a method wherein, when a vehicle runs at a car speed exceeding a set value, the vehicle is brough into a condition in which prevention of running at a maximum gear shifting stage by means of a manual switch is made impracticable. CONSTITUTION:A car speed sensor 902, and a kick-down switch 903, which detects a step-on amount exceeding a given set value in relation with the opening of a throttle, are provided, and outputs from the car speed sensor 902 and the kick-down switch 903 are inputted to an electronic control circuit 900. When a car speed exceeds a set value, prevention of running at a maximum gear shifting stage by means of a manual switch 901 is made impracticable irrespective of setting of a manual switch 901. This, when a car exceeds a set value, enables to perform normal running at a maximum gear shifting stage, resulting in the possibility to prevent decrease of fuel consumption and the occurrence of overrun of the engine due to the manual switch 901 being left switched-ON, and erroneous operation.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field] The present invention relates to a control device for an automatic transmission for a vehicle, which is equipped with a manual switch for preventing driving in the highest gear according to the driver's will.

[Prior art] For example, in the case of an automatic transmission with four forward speeds, the
When downshifting to 4th gear, the driver rapidly depresses the accelerator pedal while driving in 4th gear, rapidly increases the throttle opening, and downshifts from 4th gear to 3rd gear, which has a larger reduction ratio. When the vehicle speed is within a set range, for example, 60 km/h to 150 km/h, a downshift to third gear is possible, and, for example, when the throttle opening is 85% or more, rapid acceleration in third gear is possible. Also, if the vehicle speed is higher than the above setting range (
For example, in order to prevent the engine from overrunning when the speed is 160 km/h or higher, and to improve high-speed driving performance, the inter-dental range of the throttle opening (
WS even if the throttle opening is 85% or more).
Shifts between 3rd speed and 4th speed are performed. In addition, the manual switch that prevents shifting to 4th gear, which is the highest gear, and forces a town shift to 3rd gear while driving in 4th gear is turned off once, and the driver is forced to turn the manual switch to the highest gear. By operating the vehicle to prevent the vehicle from moving through the gear, it is possible to prevent an upshift to the fourth and highest gear, and also to allow an immediate downshift while the vehicle is running in the fourth gear.

However, in conventional control devices for vehicle automatic transmissions, once the manual switch is set to the highest gear range inhibiting side, the maximum gear position will continue until the driver resets the selection switch to the highest gear range permissible side. Since it was not possible to drive in a different gear, there were cases in which the vehicle forgot to release the highest gear drive prevention feature, resulting in problems such as poor fuel efficiency and engine overrun.

[Object of the Invention] The object of the present invention is to disable the manual switch from preventing the vehicle from moving to the highest gear when the vehicle speed exceeds a set speed, regardless of the setting of the manual switch. An object of the present invention is to provide a control device for an automatic transmission for a vehicle that can prevent deterioration of fuel efficiency and occurrence of engine A-bar run.

[Configuration of the Invention] The present invention provides a hydraulic source, a throttle pressure inputted with the hydraulic pressure of the hydraulic source, a pressure regulating valve that regulates the pressure according to control hydraulic pressure such as line pressure, and outputs the line pressure, vehicle speed, throttle opening, and output shaft torque. , control hydraulic output valves such as governor valves, throttle valves, and solenoid valves that output control hydraulic pressure in response to vehicle driving conditions such as vehicle acceleration, and speed selection that switches the gear range according to the driver's will (for example, manually). valves, transmission valves such as a 1-2 shift valve, a 2-3 shift valve, and a 3-4 shift 1~valve that are controlled by the control pressure and switch oil passages for the hydraulic pressure supplied to the hydraulic servo of the gear transmission mechanism; and the control described above. It is one of the hydraulic output valves and is used in conjunction with a solenoid valve that generates an output hydraulic pressure that prevents the highest speed shift valve from operating toward the highest gear.
C hydraulic control device, highest gear running permission that allows shifting to the highest gear, and highest gear running prevention that prevents shifting to the highest gear and downshifts when driving in the highest gear. A manual switch that causes a bump, a vehicle speed sensor, a kickdown switch that detects throttle opening exceeding a certain set value, and the outputs of the manual switch, vehicle speed sensor, and kickdown switch are input, and the manual switch selects the highest gear shift. When gear shift permission is set to "Allow", traveling to the highest gear is prevented only when the vehicle speed is within the set range and the throttle opening is greater than or equal to the set value, and when the vehicle speed is greater than or equal to the set value, the manual switch is It is comprised of an electronic control circuit that channels the output signal and always generates an output that allows running at the highest gear regardless of the opening degree of the thrower 1, and an electronic control device that controls the solenoid valve.

[Effects of the Invention] With the above configuration, the control device for a vehicle automatic transmission of the present invention has the following effects.

A hydraulic source, a pressure regulating valve that regulates the hydraulic pressure of the hydraulic source according to the hydraulic pressure and outputs line pressure, a control hydraulic pressure that outputs control hydraulic pressure according to vehicle running conditions such as vehicle speed, throttle opening, output shaft torque, and vehicle acceleration. an output valve, a selection piece that changes the speed range according to the driver's will, a speed change valve that changes the hydraulic oil path controlled by the above-mentioned control oil pressure and supplied to the hydraulic servo of the gear transmission mechanism, and a maximum speed change valve. A hydraulic control device including a solenoid valve that generates an output that prevents operation toward the gear, and switches between allowing the highest gear to run, and preventing shifting to the highest gear and preventing the highest gear from moving. A manual switch, a vehicle speed sensor, a kick-down switch that detects when the throttle opening is more than a certain set value, and the output horns of the manual switch, vehicle speed sensor, and kick-down switch are input, and the manual switch detects whether the highest gear is allowed to run. When the vehicle speed is within the set range and the throttle opening is greater than or equal to the set value, running in the highest gear is prevented, and when the vehicle speed is greater than or equal to the set value, the manual switch output signal is disabled. lock the channel,
It is equipped with an electronic control circuit that generates an output that allows running in the highest gear at all times, and an electronic control device that controls the solenoid valve, so that when the vehicle speed is higher than a set high vehicle speed, the vehicle can always run in the highest gear. This prevents deterioration of fuel efficiency and occurrence of engine overrun due to forgetting to release the manual switch or erroneous operation.

[Example code] Next, the present invention will be explained based on embodiments shown in the drawings.

Figure 1 is for a vehicle that combines a gear transmission with four forward speeds and one reverse speed, with the fourth forward speed being an overdrive and a fluid coupling (torque converter in this example). A skeletal diagram of an automatic transmission is shown. This automatic transmission includes a torque converter 1, an overdrive gear transmission mechanism (
(hereinafter referred to as overdrive mechanism) 2. It has an underdrive gear transmission mechanism (hereinafter referred to as underdrive mechanism) 3 with three forward speeds and one reverse speed.

The torque converter 1 is well known and includes a pump 5, a turbine 6, and a stator 1. The pump 5 is connected to an engine crankshaft 8, and the turbine 6 is connected to a turbine shaft 9. The turbine shaft 9 serves as an output shaft of the torque converter 1 and an input shaft of the overdrive mechanism 2, and is connected to a carrier 10 of a planetary gear device in the overdrive mechanism. A planetary pinion 14 rotatably supported by a carrier 10 meshes with a sun gear 11 and a ring gear 15. sun gear 1
A multi-disc clutch 12 and a one-sided clutch 13 parallel to the multi-disc clutch 12 are provided between the two carriers 10, and a housing or overdrive case 16 containing the sun gear 11 and the A-bar drive mechanism.
A multi-plate brake 19 is provided between them.

The ring gear 15 of the overdrive mechanism 2 is connected to the input shaft 23 of the underdrive 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. Sungear @30
A multi-disc brake 26 is provided between the transmission case 18 and the transmission case 18. The sun gear 32 provided on the sun gear shaft 30 includes a carrier 33, a planetary binion 34 carried by the carrier, a ring gear 35 meshing with the binion, another chimal rear 36, and a planetary binion 34 carried by the carrier. The binion 37 and the ring gear 38 meshing with the binion constitute a two-row planetary gear mechanism. Ring gear 3 in one planetary gear mechanism
5 is connected to the middle tJ shaft 29. Further, the carrier 33 in this planetary gear mechanism is connected to a ring gear 38 in the other planetary gear mechanism, and these carrier and ring gear are connected to an output shaft 39. Further, a multi-disc brake 27 and a one-sided clutch 28 are provided between the carrier 36 and the transmission case 18 in the other planetary gear mechanism.

This automatic transmission uses a hydraulic control device shown in Figure 3 to control each clutch according to the set gear range of the manual valve manually operated by the driver, the engine throttle opening, the vehicle speed, and vehicle driving conditions. The brake is engaged or released, and a four-speed forward gear shift including an A-bar drive (OD) or one reverse gear shift is performed by manual switching.

First check the gear position and operating status of the clutch and brake.
As shown in the figure.

Table 1 Here, L indicates the loss of one-sided clutch, O indicates overrun of one-sided clutch, ○ indicates engagement of each clutch a3 which is a friction engagement device and brake, and x indicates release of clutch or brake.

FIG. 2 shows a hydraulic control system for the automatic transmission shown in FIG.

This hydraulic control device includes an oil pump 41, a pressure regulating valve (regulator valve) 42, a manually operated speed selection valve 44, a throttle valve 45 which is a control hydraulic pressure output valve, and a detent valve 46.
, a cutback valve 461, a governor valve 53, a 1-2 shift valve 56 which is a speed change valve, a 2-3 shift valve 57, a 3-4 shift valve (overdrive control valve) 58, and one of pressure regulating valves. a low coast modulator valve 66;
A solenoid valve 95 is provided that generates an output to prevent the highest speed gear change valve, which is a control hydraulic pressure output valve, from operating toward the highest gear.

The oil pumped up from the oil reservoir 40 by the oil pump 41 is sent to the pressure regulating valve 42 that controls the oil pressure.
A line pressure regulated to a predetermined pressure is generated in the oil passage 43. This line pressure passes through the oil path 43a to the manual speed selection valve 44,
In addition, through the oil passages 43b and 43c, the valve 45
and is supplied to the detent valve 46.

As is well known, the manual speed selection valve 44 is generally used for parking (P),
Reverse (R), Neutral (N), D range (D)
, 2 range (2), and L range < 1), and the line hydraulic pressure supplied to the input port 47 changes to the output boat 4 according to the switching position of the valve spool.
It appears selectively in numbers 8-51. Table 2 shows the hydraulic pressure applied to each boat in each switching position.

Table 2 The throttle valve 45 outputs hydraulic pressure that increases according to the amount J of the accelerator pedal, that is, the throttle opening, to the output boat 5.
This occurs in 2. The output boat 48 of the manual ball selection valve 44 is connected to the clutch 24 (forward traveling clutch) via an oil path 48a, and an oil path 48b branched from the middle thereof is connected to the input port 54 of the governor valve 53. .

The governor valve regulates the line pressure supplied to its input port 54 in accordance with the vehicle speed to generate governor pressure in the oil passage 55.

The detent valve 46 adjusts the supplied line pressure and outputs it as detent 1 pressure from the output capo 1-99 through the oil passage 99a. The Iζ detent pressure generated in the oil passage 99a is generated in response to the movement of the kickdown valve 102 of the throttle valve 45, when the amount of depression of the accelerator pedal is in the fully open range and the kickdown valve 102 is pushed upward in the figure. input port 10 of the Dinand valve when
1 and the output boat 100, so the oil passage 100a,
1 to be described later via 100b, 100c1100d
- The kickdown valve 102 of the throttle valve is supplied to the overdrive control valve of the 2-speed change valve and the 3-4 speed change valve, and when the throttle opening is other than fully open, the kick-down valve 102 of the throttle valve is supplied.
Since the detent pressure input port 101 is closed, the supply to the oil passage 100a and the like is stopped.

56 and 57 are a 1-2 speed change valve and a 2-3 speed change valve, respectively, and 58 is an overdrive control valve (3-4 speed change valve). 1-2 speed change valve 56 is a compression coil spring 59
Two valve bodies 60 and 61 facing each other in the axial direction via
Contains. The valve body 60 receives a downward pressing force in the figure, which is applied to the left by the spring 59, and the oil passage 52 is connected to the boat 62.
The sum of the downward pressing force in the figure, which is exerted by the throttle pressure applied through a, and the oil passage 5 to the boat 63 at the lower end.
Due to the balance with the upward pressing force in the figure given by the governor pressure applied through 5a, the displacement is between the downwardly displaced position as shown in 56A and the upwardly displaced position as shown in 56[3. It is now possible to do so. The valve body 61 is
When the manual speed selection valve 44 is switched to the L range, the line pressure appearing at the output port 50 is regulated and supplied to the boats 64 and 65 via the low modulator valve 66. When hydraulic pressure is supplied, the valve body 61 is displaced downward in the figure, and acts to forcibly hold the valve body 60 at the switching position 56A.

The 2-3 speed change valve 57 similarly has valve bodies 68 and 69 facing each other in the axial direction with a compression coil spring 67 in between.
The valve body 68 is the sum of the downward pressing force in the figure, which is also applied by the spring 67, and the downward pressing force due to the throttle pressure exerted on the boat 70 via the oil passage 52b, and the oil passage 55.
Due to the equilibrium relationship with the upward pressing force in the figure, which is exerted by the governor pressure on the boat 71 at the lower end via b,
It is adapted to be switched between a downward switching position as shown at 7A and an upward switching position as shown at 57B. Further, on the upper surface of the upper valve body 69, when the manual speed selection valve 44 is switched to the 2 range, the line pressure appearing at the output port 49 is connected to the oil passages 49a, 49b and the boat 72.
At this time, the valve body 69
is displaced downward and strongly holds the valve body 68 in the downward switching position shown at 57A.

3-4, which is the sub-bird drive control valve 58 in this embodiment.
The speed change valve includes a valve body Y4 and a piston 7 that face each other in the axial direction via a compression coil spring 73 and a third coast valve 98.
5, and a governor pressure Pg supplied to the boat 76 via an oil passage 55c is provided at the lower end of the valve body.

is now in effect. Further, the throttle pressure Pth is connected to the upper end of the valve body 74 via an oil passage 52c and a boat 77.
is supplied. When the manual speed selection valve 44 is switched to the 2 range or the L range, the boat 78 is supplied with line pressure that is adjusted to the output port 49 through the oil passage 49a, 49C1, shuttle valve 79, oil passage 49d, or Line pressure or hydraulic pressure substantially lower than the line pressure is supplied through the oil passage 43d1, the shuttle valve 79, and the oil passage 49d. When the hydraulic pressure acting on the boat 78 is substantially lower than the line pressure as described above, the piston 75 is in a position where it is pushed upward by the action of the spring 73; The valve body 74 can be switched to a downward or upward switching position as shown in 58A or 58B due to the equilibrium relationship between the throttle pressure acting on its upper end via the boat 77 and the governor pressure acting on its lower end via the boat 76. Can be switched between.

Furthermore, when detent pressure is supplied between the third coast valve 98 and the valve body 14 via the detent pressure input port 103, the third coast valve 98 receives throttle pressure from above and detent pressure from below. , valve body 74
receives detent pressure from above (and receives governor pressure from below). As a result, the valve body 74 performs an oil passage switching action due to the balanced relationship between the detent pressure and the governor pressure. However, as will be described later, the boat 78 When line pressure acts on the line pressure, the line pressure is substantially higher than the throttle pressure, so the screw 15 is pushed downward as shown in the figure, and accordingly, the valve body 74
is 58 regardless of the governor pressure acting on its lower end.
The switch is forcibly switched to the switch position A.

Line pressure is supplied to bow 1-80 of the 1-2 speed change valve 56 through the oil passage 48b when the manual speed selection valve 44 is switched to the D range. This line pressure is 56B for the 1-2 speed change valve.
When the boat 81 is in the upward switching position shown in
The oil is then guided to the boat 82 of the 2-3 speed change valve 57 via the oil path 48c. The line pressure led to this boat 82 is 2-3
When the speed change valve is in the downward switching position indicated by 57A, the oil is guided from the boat 83 to the brake 26 (second brake) via the oil path 48d. Also, the 2-3 transmission valve is 57
When the boat 82 is in the upward switching position as shown in B, the hydraulic pressure supplied to the boat 82 is guided to the port 8m, which leads to the shuttle valve 85 via the oil passage 48e, and from there through the oil passage 48. Clutch 25 (reverse clutch)
supplied to Incidentally, when the manual speed selection valve 44 is switched to the L range, the line pressure appearing at the output port 50 is applied to the boats 64 and 65 of the 1-2 speed change valve 56 via the low modulator valve 66, and thereby the valve body 61
After pressing down, the oil is supplied from the boat 8G to the inside side of the brake 27 (first reverse brake) through the oil path 86a, and the brake is engaged. still,
When the manual speed selection valve 44 is switched to the reverse range, the rear 1 to side sides of the brake 27 transfer the oil pressure appearing at the output port 51 of the manual speed selection valve to the oil passage 51a, the boats 87 and 88 of the 1-2 speed change valve, and The oil is supplied through the oil passage 88a, and the clutch is engaged.

An oil passage 43 is connected to the boat 89 of the overdrive control valve 58.
Line pressure is supplied to the boat 89 through the boat 90 and 43().When the overdrive control valve is in the downward switching position as shown at 58A, The oil is supplied to the clutch 12 of the overdrive mechanism through the oil passage 43e, and when the control valve is in the upwardly switched position as shown at 58B, the oil is supplied to the overdrive mechanism through the ports 1 to 91 and the oil passage 43f. It is supplied to the brake 19.

A throttle 92 is provided in the middle of the oil passage 43d, and a solenoid valve 9 is installed in the oil passage at a position downstream of the throttle.
5 is provided. When the solenoid valve 95 is energized by electricity, it opens the drain port. Solenoid valve 9
5 is controlled by an electronic control device 900 as shown in FIG. 96 is a power source, which is a battery mounted on the vehicle.

Next, the operation of the hydraulic control device shown in FIG. 2 will be explained.

When the D range manual speed selection valve 44 is switched to the D range,
Line pressure appears only in the boat 48, and this line pressure is supplied to the clutch 24 as is.

Nowadays, when the vehicle is stopped or running at low speed, the governor pressure generated by the governor valve 53 is low, and generally 1-
The 2-speed change valve 56.2-3 speed change valve 57 and the overdrive control valve 58 are in downward switching positions as shown at 56A, 57A, and 58A, respectively, and the hydraulic pressure supplied through the oil path 48b is transferred to the boat 80. The hydraulic pressure is not supplied to the reverse clutch 25 and the second brake 2G, which are connected to the subsequent oil passages. At this time, the engine drive control valve 58 is connected to the oil passage 43g.
The oil pressure guided to the boat 89 is supplied to the clutch 12 of the overdrive mechanism. Therefore, in this state, the overdrive mechanism is in a locked state.
The tooth 411 transmission mechanism is in the first speed state.

Under normal operating conditions, if the vehicle speed rapidly increases from this condition, the governor pressure will gradually increase until it reaches 1 at a certain vehicle speed.
-2 speed change valve 56 is switched to position 56B, line pressure is introduced to its port 81, and this oil pressure is transferred to 2-3 speed change valve 5.
The water is transmitted from the boat 82 of No. 7 to the boat 83, and is supplied to the second brake 2G via the oil path 48d.

In this state, the gear transmission mechanism is switched to the second speed state.

When the vehicle speed further increases, the 2-3 high speed valve 57 is also switched to the 57[3 position, and the hydraulic pressure supplied to the boat 82 is then transmitted to the boat 84, and from this to the oil passage 48e.
In this state, the gear transmission mechanism is switched to the third speed state. As the vehicle speed increases further, overdrive control valve 58 is also turned to position 58B, so that the hydraulic pressure supplied to boat 89 is now supplied to boat 91. In this state, overdrive mechanism 2 is activated and an overdrive state is achieved.

The above has explained the switching changes that occur as the governor pressure increases due to the increase in vehicle speed. Of course, such switching changes are based on the balance between the governor pressure and the throttle pressure that act oppositely on the valve element of each switching valve, as described above. The switching point changes not only depending on the vehicle speed but also on the amount of depression of the accelerator pedal. Conversely, when the vehicle speed decreases, overdrive control valve 58.2-3 transmission valve 5
7.1-2 speed change valves 56 in order from 58B to 58A respectively
, from 57B to 57A, and from 56B to 56A, and the gear position changes accordingly.

When the accelerator pedal is suddenly depressed and detent pressure is generated in the oil passage 100a, if the vehicle is running in second gear, the oil passage 10
0b is red and the detent (-
The pressure pushes the valve body 60 downward in the figure and kicks it down to the 1st fi, and if it is traveling in the 3rd gear, the valve body 60 is pushed down to the 2-fi via the oil passage 100c.
The valve body 68 is moved downward in the figure by the detent pressure supplied to the third speed change valve 57, and kicks down to the second speed. Further, when the accelerator pedal is depressed until the throttle valve is fully open while driving in overdrive, the pressure to Deten 1 is guided to the input horn 1-103 of the overdrive control valve 58 via the oil passage 100d, third coast valve 98
The third coast valve 98 is pushed up from below to offset the throttle pressure applied to the third coast valve 98 from above, and also acts to push the valve body 74 downward from above. As a result, the valve body 74 is mainly acted upon by the detent pressure and the governor pressure applied from below, and the shift point between the third and fourth speeds is as shown in FIG. In this case, it is determined only by changes in governor pressure, regardless of throttle opening.

When the 2-range manual switching valve 44 is switched to the 2-range, hydraulic pressure appears in the boat 49 in addition to the boats 1 to 48, and
[Hydraulic pressure is supplied to the boat 72 of the 2-3 speed change valve 57 through oil passages 49a and 49b, and is supplied to the boat 72 of the overdrive control valve 58 from oil passage 49c through the shuttle valve 79 and oil passage 49d. 1 and 78 to force these valves into the downward switching position as shown at 57Δ and 58A. Therefore, in such a situation,
The overdrive mechanism is held securely locked, and the M cabin speed mechanism only operates in the second or lower gears, ie, in first or second gear.

When the L range manual speed selection valve 44 is operated to the L range, oil pressure also appears in its output boat 50, and this oil pressure passes through the low modulator valve 66 to the boats 64 and 6 of the 1-2 speed change valve 56.
5 to force the valve into the downward switching position shown at 56A. In this state, the automatic transmission is maintained in the first speed state.

The electronic control unit 900 shifts to the 74th gear (O
D> to prevent upshifting and forcibly downshift to 3rd gear during OD driving (OD control), and the highest speed that allows constant OD driving. A manual switch 901 for switching between driving permission (OD possible), a vehicle speed limiter 902, a kickdown switch 903 for detecting a throttle opening greater than a set value, a display device 904J for inputting output signals from these bins and switches, and a display device 904J for inputting output signals from these bins and switches. An electronic control circuit 910 controls the solenoid 95.

The electronic control circuit 910 includes a jitter prevention circuit 1 911,
Frequency dividing circuit 913, display drive circuit 915, automatic return circuit 9
17, F/V modified f5919, v1 comparator 921, v2
Comparator 923, v3 comparator 924.01 comparator 925,
It consists of a circuit 927 and a solenoid drive circuit 920.

Normally, the electronic control circuit 910 inputs the outputs of the manual switch 901, vehicle speed sensor 902, and kickdown switch 903, and drives the display device 904 and the solenoid valve 95. When in the OD chiton cell state, the display device fl 90
4 to ON and solenoid valve 95 to OFF. Also OD
For the possible state, the display @@ 904 is turned OFF and the solenoid valve 95 is turned ON.

The operation will be explained below.

A manual switch 901 is a normally open momentary switch that allows the driver to switch between an OD enable state and an OD cancel state. While the switch 901 is pressed, the power supply voltage is output (O
N) and release (OFF) when the switch is not pressed.
and outputs it to the chattering prevention circuit 911. The chattering prevention circuit 911 is a manual switch 901.
A signal is input to the frequency dividing circuit 913, and a waveformed pulse without chattering is outputted to the frequency dividing circuit 913. The frequency dividing circuit 913 is
The outputs of the chattering prevention circuit 911, V3 comparator 924, and automatic recovery circuit 917 are input. The output to the display drive circuit 915 and gate circuit 927 is inverted at the rising edge of the pulse output from the chip 1'-1 tarring prevention circuit 911. In other words, when the output signal to the display drive circuit 915 is high level and the output signal to the gate circuit 927 is low level, the output of the former is reversed to low level and the output of the latter is reversed to high level at the rising edge of the input signal pulse. do. The display drive circuit 915 turns on the display device 904 when the signal output from the frequency dividing circuit 913 is at a high level.
When the level is low, the display @904 is turned off. The automatic recovery circuit 917 temporarily outputs a high-level signal to the frequency divider circuit when the power is turned on, and resets the frequency divider circuit 913.
Then, the signal output from the frequency divider circuit 913 to the display drive circuit 915 is initially set to a low level, and the signal output from the frequency divider circuit 913 to the gate circuit is initially set to a high level. The vehicle speed sensor 902 outputs a pulse proportional to the vehicle speed to the /■ converter 919. The F/V converter 919 outputs a voltage corresponding to the frequency of the pulse output from the vehicle speed sensor 902 to the V1 comparator 921. , V2 comparator 923, and ■3 comparator 924. When the signal output to the gate circuit 927 is grounded, ■When it is less than 1,
The signal output to the gate circuit 927 is released. V2
The comparator 923 determines whether the voltage output from the F/V converter 919 is greater than or equal to the set value (for example, when the vehicle speed is 150 klll).
/h), the signal output to the gate circuit 927 is grounded, and when the value is 2 or less, the signal output to the gate circuit 927 is released. ■3 comparator 924 locks the output of frequency dividing circuit 913 when the voltage output from F/V converter 919 is equal to or higher than the set V3 (if the vehicle speed is 160 km/h or higher), and locks the output of frequency dividing circuit 913, The output signal of gate circuit 915 is fixed at high level, and the output signal to gate circuit 921 is fixed at low level. As a result, a so-called channel lock is achieved, and the frequency divider circuit 913 always produces an output that allows running at the highest gear, regardless of the input signal from the manual switch. The kickdown switch 903 is a normally open switch that turns ON when the driver depresses the accelerator to a throttle opening of θ1 or more (for example, 85% or more), and grounds the signal output to the θ1 comparator 925. . Also, when the accelerator is below θ1, the θ1 comparator 925
Release the signal output to. 01 comparator 925 is
When the signal output from the kick-down switch 903 is released, it is output to the gate circuit 927 (when the signal A is grounded and the signal output from the kick-down switch 903 is grounded, The signal output to the circuit 927 is released.The gate circuit 927 performs a gate operation using the signal output from the frequency divider circuit 913.When the signal output from the frequency divider circuit 913 is at a high level, V1 The signals output from the comparator 921, the v2 comparator 923, and the θ1 comparator 925 are output as they are to the solenoid drive circuit 929.When the signal output from the frequency divider circuit 913 is low level, the solenoid drive circuit 929 The solenoid drive circuit 929 turns on the solenoid valve 95 when the output signal of the gate circuit 927 is grounded, and turns on the solenoid valve 95 when the output signal of the gate circuit 927 is released. Turn off the valve 95.

As described above, when the vehicle speed ■ is in the OD possible state as shown in FIG.
5 to 0N1OFF.

In this way, a shift line between the third and fourth speeds as shown in FIG. 5 is made possible. Figure 6 shows set vehicle speed v3 and OD
Cancellable area and OD non-cancellable area 2
shows.

Figure 7 shows a block diagram when V2 = V3.
A diode 92G is inserted between the 1 comparator 921 and the gate circuit 927.

The electronic control circuit 910 of this embodiment is powered off to stop the -H engine, and when the power is turned on again, the automatic return circuit 917 cancels the OD cancel state and the driver then presses the manual switch 901. OD is enabled until OD is canceled by operating .

[Brief explanation of drawings]

Fig. 1 is a skeletal diagram of an automatic transmission, Fig. 2 is a hydraulic circuit diagram of a hydraulic control device showing an embodiment of the present invention, Fig. 3 is a block diagram of an electronic control device, and Fig. 4 is an explanation of its operation. Figure 5 is a graph showing the shift line between 3rd speed and 4th speed, and Figure 6 shows the relationship between set vehicle speed and OD cancelable area. FIG. 7 is a block diagram of an electronic control circuit according to another embodiment. In the diagram 40...Oil reserve 41...Oil pump 42...Pressure regulating valve 44...Speed selection valve 45...
・Throttle valve 46...Detent valve 53...Governor valve 5G...1/-2 speed change valve 57...2-3
Speed change valve 58... Overdrive control valve 74...
・Valve body 98...Third course mill valve 95...Solenoid valve 900...Electronic control circuit 919...
Automatic reset circuit Fig. 4 Fig. 5 Fig. 6 Fig. 7

Claims (1)

[Scope of Claims] 1) A hydraulic source, a pressure regulating valve that regulates the hydraulic pressure of the hydraulic source according to the input hydraulic pressure and outputs line pressure, and a pressure regulating valve that adjusts the hydraulic pressure of the hydraulic source according to the input hydraulic pressure and outputs line pressure, depending on vehicle running conditions such as vehicle speed, throttle opening, output shaft torque, and vehicle acceleration. A control oil pressure output valve that outputs control oil pressure in response, a speed selection valve that switches the gear range according to the driver's will, and a hydraulic oil path that is controlled by the control oil pressure and supplied to the hydraulic servo of the gear transmission mechanism. a hydraulic control device equipped with a solenoid valve that generates a control hydraulic pressure to prevent the highest speed transmission valve from operating toward the highest gear; A manual switch, a vehicle speed sensor, a kick-down switch that detects when the throttle opening is more than a certain set value, and the outputs of the manual switch, vehicle speed sensor, and kick-down switch are input, and the manual switch detects whether the highest gear driving is allowed. When the vehicle speed is within the set range and the throttle opening is greater than or equal to the set value, running in the highest gear is prevented, and when the vehicle speed is greater than or equal to the set value, the manual switch output signal is channeled. A control device for an automatic transmission for a vehicle, comprising an electronic control circuit that locks and always produces an output that allows running at the highest gear, and an electronic control device that controls the solenoid valve.