JPS61167746A - Controller for transmission - Google Patents

Abstract

PURPOSE:To prevent the erroneous shift operation of a driver by controlling the oil pressure generated by the first oil-pressure switching means by the second oil-pressure switching means and prohibiting the speed change of a sub- transmission. CONSTITUTION:When a feedback pressure is supplied into the second intermediate oil chamber 433 of a relay valve 420 from a line-pressure feeding oil passage 7A, a spool 421 is fixed in the upper part, and the fourth solenoid valve S4 is put into electric conduction, and only a plunger 422 is set in the lower part. The spool 421 maintains the upwardly set state, and a line-pressure signal is supplied into the lower-edge oil chamber 456 of a low/high selecting valve 440. Therefore, a sub-transmission 50 maintains H2 even if the fourth solenoid valve S4 is put into electric conduction, and the erroneous shift operation by a driver is prevented.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a control device for a transmission including a main transmission and a sub-transmission.

[Prior Art] Conventionally, a transmission, such as an auxiliary transmission, is composed of a main transmission such as an automatic transmission or a manual transmission, and an auxiliary transmission that has a transmission mechanism and can selectively achieve a gear position of the transmission mechanism. A planetary gear device is used for the transmission mechanism, the input shaft of the sub-transmission is connected to the sun gear of the planetary gear device, and the output shaft of the sub-transmission is connected to the carrier of the planetary gear device. A clutch that engages and disengages and a brake that fixes and disengages the ring gear of the planetary gear system are provided, and by engaging the clutch and releasing the brake, a direct coupling stage is achieved, and by releasing the clutch and fixing the brake, The friction engagement device of the clutch and brake is controlled by a manually operated manual shift valve and a low/high switching valve driven by oil pressure corresponding to the vehicle speed. The hydraulic fluid for the hydraulic servo was being changed. The low-high switching spool, which switches the hydraulic fluid to the hydraulic servo of the friction engagement device of the clutch and brake of this low-high switching valve, is provided at three ends to receive hydraulic pressure (governor pressure) depending on the vehicle speed. When shifting from direct gear to deceleration gear, the low/high switching spool receives oil pressure at one end that corresponds to the vehicle speed, so it is designed to prevent the setting of the deceleration gear, which prevents inappropriate deceleration such as overrevving the engine. It was set up. In addition, one end of the low-high switching spool of the low-high switching valve is provided with a plunger that sets the 0-high switching spool to the direct gear, regardless of the oil pressure depending on the vehicle speed, when the manual shift valve shifts from the reduction gear to the direct gear. It was getting worse.

[Problems to be Solved by the Invention] In the conventional technology, for example, as shown above, when the manual shift valve is set from the reduction gear to the direct gear, the low-high switching spool is set to the direct gear, regardless of the oil pressure depending on the vehicle speed. For example, if the driver is set to a deceleration gear and is driving at a speed that requires large torque to be generated to the drive wheels, such as when driving up a steep slope, the driver makes a mistake in the shift operation and the gear is set to a direct gear, and the gear changes from the deceleration gear to the direct gear. When the gear is shifted to , the problem is that the gear is set to direct gear regardless of the vehicle driving conditions.

SUMMARY OF THE INVENTION An object of the present invention is to provide a transmission control device that can prohibit shifting of a sub-transmission regardless of manual operation.

Means for Solving Problem E] In order to solve the above problem, the transmission control device of the present invention has the following features:
In a control device for a transmission including a main transmission and an auxiliary transmission, a first hydraulic pressure switching means that is manually controlled to set a gear stage of the auxiliary transmission, and a hydraulic pressure generated by the first hydraulic switching means. and a second hydraulic switching means for controlling the gear position of the auxiliary transmission and prohibiting shifting of the gear position of the auxiliary transmission.

[Operation and Effects of the Invention] With the above configuration, the transmission control device of the present invention can change the speed v111R of the auxiliary transmission by operating the first hydraulic pressure switching means, but not changing the speed change v111R from the second hydraulic pressure switching means.
Since the hydraulic pressure switching means fI11 controls the hydraulic pressure generated by the first hydraulic pressure switching means, shifting of the sub-transmission can be prohibited regardless of manual operation of the sub-transmission.

[Embodiment] Next, a transmission control device of the present invention will be explained based on an embodiment shown in the drawings.

FIG. 1 is a sectional view of a four-speed automatic transmission with four forward speeds and one reverse speed and a four-wheel drive sub-transmission, and FIG. 2 is a schematic diagram of a four-wheel drive vehicle.

10 is a 4-speed automatic transmission with overdrive that is a main transmission; 50 is a planetary gear transmission of the main transmission 10;
It shows the four-wheel drive auxiliary transmission connected to the rear of Q.

The auxiliary transmission 1150 for four-wheel drive uses the output shaft 32 of the main transmission 1io attached to the engine E as an input shaft, and the first output shaft 52
is connected to the propeller shaft C for driving the rear wheels, and the second output shaft 54 is connected to the propeller shaft B for driving the front wheels.

The main transmission 10 includes a hydraulic torque converter T, an overdrive mechanism OD, and an underdrive mechanism LJD with three forward stages and one reverse stage.

The torque converter T includes a pump impeller 11 connected to the output shaft of the engine E, and an output shaft 12 of the torque converter T.
A turbine impeller 13 and a one-way clutch 14 connected to
The torque converter T includes a stator 15 and a direct coupling clutch 16, which are connected to a fixed part via a stator 15, and an output shaft 12 of the torque converter T serves as an input shaft of an overdrive mechanism OD.

The overdrive mechanism OD includes frictional engagement elements such as a multi-disc clutch Co, a multi-disc brake Bo, and a one-way latch F.
o, and whether the component is fixed to a fixed member such as the main transmission case 20 or connected to the input shaft, output shaft, or other component by selective engagement of these frictional engagement elements;
Alternatively, it consists of a planetary gear set @Po in which these fixings or connections are released.

The planetary gear device Po includes a carrier 21 connected to the output shaft 12, a ring gear 23 connected to the output shaft 22 of the overdrive machine 10D, and a ring gear 23 connected to the output shaft 22 of the overdrive machine 10D. The carrier 2 is fixed to the transmission case 20 and is connected to the carrier 2 via a one-way latch FO that is parallel to the clutch Co and the clutch Go.
1, and a planetary pinion 25 rotatably supported by the carrier 21 and meshed with the sun gear 24 and ring gear 23.

The output shaft 22 of the overdrive mechanism OD also serves as the input shaft of the underdrive mechanism UD, which has three forward stages and one reverse stage.

The underdrive 1iuo includes multi-disc clutches C1 and C2, which are frictional engagement elements, a belt brake B1, multi-disc brakes B2 and B3, one-way clutches F1 and F2, a front planetary gear unit P1, and a rear planetary gear unit. @P
It consists of 2.

The front planetary gear system @P1 includes a ring gear 31 connected to the output shaft 22 via the clutch C1, a carrier 33 connected to the output shaft 32 of the underdrive mechanism UD, and a ring gear 31 connected to the output shaft 22 via the clutch C2. 22 and fixed to the main transmission case 20 via a belt brake B1, a brake B2 parallel to the belt brake B1, and a one-way latch F1 connected in series with the brake B2; It consists of a planetary pinion 35 rotatably supported by a sun gear 33 and meshed with a sun gear 34 and a ring gear 31.

The rear planetary gear assembly WP2 is integrated with a carrier 36 fixed to the main transmission case 20 via a brake B3 and a one-sided clutch F2 arranged in parallel with the brake B3, and the sun gear 34 of the front planetary gear assembly MP1. The formed sun gear 37 and the ring gear 38 connected to the output shaft 32
and a planetary pinion 39 rotatably supported by a carrier 36 and meshed with a sun gear 37 and a ring gear 38.

The main transmission 110 is built in an oil pan 40 fastened to the lower part of the main transmission case 20, and includes an oil strainer 101.
The engine E is controlled by the main hydraulic control device 100, which has
The clutches and brakes, which are frictional engagement elements, are selectively engaged or released depending on vehicle running conditions such as throttle opening and vehicle speed.
), and one reverse gear that is only manual shifting.

The auxiliary transmission case 51 of the auxiliary transmission 50 is fastened to the rear part of the main transmission case 20 with a plurality of bolts so that the output shaft 32 is an input shaft, and includes a clutch C3, which is a frictional engagement element.
Brake B4 and clutch C4 are connected to planetary gear system PI.
, the output shaft 32 of F2 is used as an input shaft, a first output shaft 52 of a sub-transmission 50 is arranged in series with the output shaft 32, and a first output shaft 52 is arranged between the output shaft 32 and the first output shaft 52. A planetary gear device P3, which is rotatably fitted on the first output shaft 52
a wheel drive sleeve 53; a second sleeve disposed parallel to the output shaft 32 and mounted in the opposite direction to the first output shaft 52;
The output shaft 54, the sleeve 53 and the second output 1rIil1
54 and a transmission mechanism 55. Planetary gear system P3
The sun gear 5 is spline-fitted to the end of the output shaft 32.
6. Planetary binion 57 meshing with the sun gear 56
, a ring gear 58 that meshes with the planetary binion 57.
, and a carrier 59 that rotatably holds the planetary binion 57 and is connected to the tip of the first output shaft 52 of the sub-transmission 50. A parking gear 61 is disposed around the outer circumferential side of a cylinder 60 connected to the carrier 59, and when the shift lever (not shown) of the main transmission l1110 is selected to the parking position, the pawl 62 engages the parking gear 61. The first output shaft 52 is fixed by engaging with the first output shaft 52.

In the auxiliary transmission 50, each clutch and brake, which are frictional engagement elements, are selectively engaged or released by an auxiliary hydraulic control device 400 disposed in an oil pan 63 at the bottom of the auxiliary transmission case 51.

FIG. 3 shows the main hydraulic control device 100 for the main transmission 1io.

Oil strainer 101 built into the oil pan 40
, oil pump 102, cooler bypass valve 115 for regulating pressure of oil cooler 0/C, pressure relief valve 1
16, release clutch control valve 117, release brake control valve 118, lock-up relay valve 120, pressure regulating valve (regulator valve) 130 that regulates the pressure of the supply oil supplied from the oil pump 102 and supplies it to the oil path 1, main shift I11 oil supply oil path L1 to the aircraft 10 side
and a second pressure regulating valve 150 and a cutback valve 160 that supply oil to the hydraulic oil supply line L2 on the sub-transmission 50 side.
10 pickup control valve 170, first accumulator control valve 180, second accumulator control valve 190, throttle valve 200 that generates oil pressure in oil passage 1A according to the throttle opening, and line pressure supplied to oil passage 1. Oil road 2~
Manual valve 210.1-2 shift valve 220.2-3 shift valve 230.3-4 shift valve 240
, an intermediate coast modulator valve 245 that adjusts the hydraulic pressure supplied to the brake B1, and a hydraulic servo 3.
-3, an accumulator 260 that smoothly engages the clutch CO, an accumulator 210 that smoothly engages the brake BO, and an accumulator 210 that smoothly engages the clutch C2. Accumulator 280 for smooth engagement of brake B2, hydraulic servo C-0, C-1, C-2 for clutches C01C1, C2
and the hydraulic servos B-0, B-1, B-2, B-3 of the brakes BO, Bl, B2.83, and the control valves 301, 303.
304.305.306.307.308.309, Shuttle valve 302, oil strainer STI, Sl2,
Sl3, Sl4, the first solenoid valve S1, which is opened and closed by the output of the electronic control device (computer) 600 and controls the 2-3 shift valve 230. Both the 1-2 shift valve 220 and the 3-4 shift valve 240 It consists of a second solenoid valve $2 to control, a third solenoid valve S3 to control both the lock-up relay valve 120 and the lock-up control valve 170, and an oil passage communicating between each valve and the hydraulic cylinders of the clutch and brake. .

The shift lever (not shown) of the main transmission 1110 installed in the driver's seat for driving the manual valve 210 is P (park), R (reverse), neutral (N), D (drive), and S (second). , L (low) ranges, and this main shift position +1
14p setting range and gears 4th speed (4) and 3rd speed (3
), second speed (2), first speed (1), and the operational relationships of the clutch and brake are shown in Table 1.

Hot Table 1 In Table 1, ○ in Sl and B2 indicates energization;
× in 2 indicates non-energization. O of B3 becomes a lock-up state by energizing, and X of B3 indicates a lock-up release state. E indicates that the corresponding clutch or brake is engaged, and X indicates that the corresponding clutch or brake is disengaged. For L, the corresponding one-sided clutch is engaged in the engine drive state, but
This indicates that the engagement is not necessarily required (lock) since power transmission is guaranteed by a clutch or brake installed in parallel. (L) indicates that the corresponding one-sided clutch is engaged only in the engine drive state and is not engaged in the engine brake state.

f indicates that the corresponding one-sided clutch is free.

Table 2 shows the state of communication between oil passage 1 and oil passages 2 to 6 at the shift position of the shift lever of main transmission 10.

Table 2 In Table 2, O indicates the case where the line pressure is supplied through communication, and x indicates the case where the line pressure is exhausted.

FIG. 4 shows an auxiliary hydraulic control device 40 of an auxiliary transmission 50 for four-wheel drive.
Indicates 0.

A first hydraulic switching means for supplying oil supplied from the oil passage 6 of the main hydraulic control device 100 of the main transmission 10 to the oil passages 7 and 8 by a manually operated shift lever provided at the driver's seat. Transfer manual valve 41
0, a relay valve 420 which is a third hydraulic pressure switching means, a low/high switching valve 440 which switches the engagement of the clutch C3 and the brake B4, a third accumulator control valve 460, a shift timing valve 4701 to smoothly engage the brake B4. Closing orifice control valve 4801 clutch C
3, an accumulator 490 that smoothly engages the brake 84, and an accumulator 5 that smoothly engages the brake 84.
00, hydraulic pressure regulators for clutches C3, C4 and brake 84 C-3, C-4, B-4, check valve material flow control valve 511.512.5 for controlling the flow rate of supplied pressure oil
13, oil strainers ST5 and ST6, a fourth solenoid valve S4 which is a fourth hydraulic switching means that is opened and closed by the output of the electronic control device 600, and an oil passage that communicates between each valve and the hydraulic cylinders of the clutch and brake. Consisting of

The transfer manual valve 410 has a spool 41 connected to a shift lever (not shown) provided at the driver's seat.
1, the main hydraulic control device 100 of the main transmission 1110
It has an inboat 412 communicating with the oil passage 6, an outboat 413 communicating with the oil passage 7, an outboat 414 communicating with the oil passage 8, and drain boats 415 and 416. The transfer manual valve 410 closes oil passages 6 and 7 when the spool 411 is set to the two-wheel drive direct connection (H2) position.
At the same time, the oil passage 8 is connected to the drain boat 416, and when the 4-wheel drive direct connection (H4) position is set, the oil passage 6 is connected to the oil passage 7 and the oil passage 8, and the 4-wheel drive deceleration ( L
4) When set to the position, the oil passage 6 and the oil passage 8 are connected, and the oil passage 7 is connected to the drain boat 415.

The relay valve 420 connects the spool 421 and the spool 4
21 and a plunger 422 in series with the spool 4
21 have an upper end land 424 and a lower land 425, both of which have the same diameter and are provided with a spring 423 in front. The plunger 422 has an illustrated upper end land 426 having the same diameter as the land of the spool 421, and an illustrated lower end land 427 having a larger diameter than the upper end land 426.

With these spool 421 and plunger 422,
The illustrated upper end oil chamber 431, upper end land 424, and lower end land 4
25, a second intermediate oil chamber 433 between the spool 421 and the plunger 422, and a third intermediate oil chamber 434 between the upper land 426 and the lower land 427.
, and a lower end oil chamber 435 are formed.

In this relay valve 420, hydraulic pressure is supplied to a lower end oil chamber 435 from an oil passage 6^, and a spool 421 and a plunger 42
2 is set upward in the figure, the oil passage 7 and the line pressure supply oil passage 7A communicate via the first intermediate oil chamber 432, and the lower end oil chamber 456 of the low-high switching valve 440 is switched by the transfer manual valve 410. It becomes possible to supply and discharge line pressure to and from the oil passage 7 and line pressure supply oil passage 7A, and the transfer manual valve 410 connects the line pressure supply oil passage 7A to the low-high switching valve 440.
When line pressure is supplied to the end oil chamber 456, the second
Since feedback pressure is supplied to the intermediate oil chamber 433, the spool 421 is fixed upward in the drawing. At this time, when the solenoid valve S4 is energized by the output of the electronic control device 600 and the hydraulic pressure is discharged from the lower end oil chamber 435, the plunger 422 is set to the lower position in the figure, but the spool 421 remains fixed at the upper position in the figure. Therefore, the low-high switching valve 44
0 maintains the state in which line pressure is supplied to the lower end oil chamber 456. From this state, when the line pressure of the oil passage 7 is discharged by the transfer manual valve 410, or when the line pressure of the oil passage 7
The line pressure supply oil passage IA communicates with the lower end oil chamber 4 of the low-high switching valve 440 by the transfer manual valve 410.
Electronic control device 60 with line pressure exhausted from 56
When the fourth solenoid valve S4 is energized by the output of 0 and the hydraulic pressure is discharged from the lower end oil chamber 435, the spool 42
The first plunger 422 is set downward in the drawing by the force of the spring 423, and the line pressure supply oil passage 7A is connected to the first intermediate oil chamber 4.
32 to drain boat 436. When the spool 421 is set to the lower position in the figure, the transfer manual valve 410 does not supply or discharge line pressure to the lower end oil chamber 456 of the low-high switching valve 440, and the line pressure remains exhausted, and the spool 441 of the low-high switching valve 440 The plunger 442 is set downward in the figure.

The low-high switching valve 440 is in the first setting position (lower in the figure).
and a second setting position (upper part in the drawing), and as shown in FIG.
By moving the hydraulic servo C-3 of the clutch C3 and the hydraulic servo B-4 of the f rake B-4,
A low-high switching spool 411, which is a switching valve for supplying and discharging line pressure oil to and from and the second setting position (upper part shown)
It has an inhibitor valve 442 that sets the low-high switching spool 411 to the second set position when energized, and the low-high switching spools 411 have the same diameter and bias the low-high switching spool 411 to the first set position. It has a sleeve-shaped land 445 at the upper end shown, a lower end land 447 shown, and an intermediate land 446, each of which is provided with a spring 450 serving as a means. The inhibitor valve 442 has an illustrated upper end land 448 having the same diameter as the land of the low/high switching spool 411, and a lower end land 449 having a larger diameter than the upper end land 448. These low/high switching spool 411 and inhibitor valve 442 control the upper oil chamber 451.
, first and second intermediate oil chambers 452.45 between the sleeve-shaped land 445, the intermediate land 446, and the lower end land 447.
3.0-High switching spool 411 and inhibitor valve 4
Oil between 42'! ! 454 , and lower end oil chamber 456
is formed.

This low-high switching valve 440 is connected to the O-high switching spool 4
11 is set downward in the figure, the E end oil chamber 451
is connected to the oil passage 6 through the cuff 443 of the sleeve-like land 445.
A, the first intermediate oil chamber 452 connects the line pressure oil path 6 and the deceleration oil path 6B, and the second intermediate oil chamber 453 connects the direct connection oil path 6C and the drain boat 457, and connects the low-high switching spool. 411 is set upward in the figure, the upper end oil chamber 451 communicates with the drain boat 458 via the cuff 443 of the sleeve-shaped land 445, and the first intermediate oil chamber 452 communicates between the deceleration oil path 6B and the drain boat 459. And the second
The intermediate oil chamber 453 communicates the oil passage 6 with the direct connection oil passage 6C, and the oil chamber 454 always connects the low-high switching spool 411 to the second oil passage 6C.
It communicates with the oil passage 6A that generates hydraulic pressure corresponding to the signal from the fourth solenoid valve $4 which urges the inhibitor valve 442 to the first set position (upper side in the figure) and also urges the inhibitor valve 442 to the first set position (lower side in the figure). However, the lower end oil chamber 456 always urges the inhibitor valve 442 to the second set position (upward in the figure).

The orifice control valve 480 is a control valve that regulates the pressure of the hydraulic oil supplied to the oil passage 6B and supplies it to the hydraulic servo 8-4. 483, has a spool 485 with a closed end land 484, an upper end oil chamber 486, an upper end land 482 and an intermediate land 48 in the upper part of the figure.
3, an upper oil chamber 487 is formed between the intermediate land 483 and the lower end land 484, a lower oil chamber 488 and a lower oil chamber 489 containing a spring 481 are formed in the spool 485. An orifice 483A communicating with the chamber 488 is provided.

The upper end oil chamber 486 communicates with the oil passage 1A of the throttle valve 200 of the main hydraulic control device 100, and the spool 485 adjusts the oil pressure according to the throttle opening degree applied to the upper end oil chamber 486 by a spring 481, and supplies it to the oil passage 6B. The line oil pressure is transferred to an orifice 6a provided in the flow path of the oil path 6B.
, 6b is selected and supplied to the hydraulic servo B-4.

The fourth solenoid valve S4 sets the shift lever (not shown) to the 4 (four-wheel drive deceleration) range;
In addition, only when the vehicle driving conditions are within the specified permission range, the power is energized from de-energized, and the shift lever setting position is changed to H2 (
(2-wheel drive direct connection), H4 (4-wheel drive direct connection) range, and the electronic control unit 6QO controls the energization to de-energization only when the vehicle driving conditions are within a predetermined permission range. Oil passage 2 through orifice 514
A high-level solenoid pressure (equal to line pressure) is generated in the oil passage 6A connected to the line pressure, and when energized, the pressure oil in the oil passage 6A is discharged to generate a low-level solenoid pressure.

The shift lever of the auxiliary transmission 1150 provided in the driver's seat for driving the transfer manual valve 410 is set to H2 (
2-wheel drive direct connection), L2 (2-wheel drive deceleration), H4 (4-wheel drive direct connection), and L4 (4-wheel drive deceleration). Table 3 shows the operational relationship between the engagement and release of brake B4 and clutches C3 and C4 and the running state of the vehicle.

Table 3 In Table 3, once S4 is de-energized, α maintains the directly connected traveling state even if S4 is energized, and β maintains the decelerated traveling state even if S4 is de-energized once S4 is energized. E
indicates that the corresponding clutch or brake is engaged, and X indicates that the corresponding clutch or brake is disengaged.

Table 4 shows oil passage 6 and oil passage 7 at the shift position of the sub-transmission.
This shows the communication status with 8.

Table 4 In Table 4, ○ indicates the case where line pressure is supplied through communication, and X indicates the case where the line pressure is exhausted.

Next, the operation of the sub-transmission 50 in each setting range will be explained.

A) When transfer manual valve 410 is set to H2 range.

As shown in Table 4, line pressure is supplied to oil passage 7, and oil passage 8 is discharged. Since the pressure in the oil passage 8 is discharged, the clutch C4 is released by the discharge pressure of the hydraulic servo C-4, and no power is transmitted to the sleeve 53, resulting in a two-wheel drive state.

When the fourth solenoid valve S4 is de-energized by the output of the electronic control device 600, the lower end oil chamber 43 of the relay valve 420
Since high level solenoid pressure is supplied to 5,
The spool 421 and plunger 422 are set upward in the figure, and the oil passage 7 and line pressure supply oil passage 7A are connected to the relay valve 42.
0, and the lower end oil chamber 4 of the low-high switching valve 440
A line pressure signal is provided at 56. As a result, the low-high switching spool 411 and the inhibitor valve 442 of the low-high switching valve 440 are set to the second setting position (upper part in the figure), the oil passage 6B is connected to the drain boat 459 and pressure is exhausted, and the hydraulic servo 3-4 is The pressure is exhausted and the brake B4 is released. The oil passage 6C is connected to the low-high switching spool 411 of the low-high switching valve 440, and the inhibitor valve 442 is the second
Since it is set at the setting position (in the upper part of the figure), it connects to the oil passage 6, connects to the oil passage 60 via the third 7-cumulator control well 460, and supplies line pressure to the hydraulic servo C-3. Clutch C3 is engaged. Therefore, the sub-transmission 50 becomes H2 (two-wheel drive directly connected state).

At this time, the feedback pressure is supplied to the second intermediate oil chamber 433 of the relay valve 420 from the line pressure supply oil passage 7A, so the spool 421 is fixed upward in the figure, and the fourth solenoid valve S4 is energized and the lower end oil chamber Even if low-level solenoid pressure is supplied to the O-high switching valve 440, only the plunger 422 is set to the lower position in the figure, the spool 421 remains set to the upper position in the figure, and a line pressure signal is sent to the lower end oil chamber 456 of the O-high switching valve 440. is supplied. Therefore, the sub-shift 1150 maintains H2 (two-wheel drive direct connection state) even when the fourth solenoid valve S4 is energized.

B) When transfer manual valve 410 is set to H4 range.

As shown in Table 4, line pressure is supplied to both oil passage 7 and oil passage 8.

The fourth solenoid valve S is activated by the output of the electronic control device 600.
4 is de-energized, the lower end oil chamber 435 of the relay valve 420
Since high-level solenoid pressure is supplied to the spool 421 and the plunger 422, the spool 421 and the plunger 422 are set upward in the figure, the oil passage 7 and the line pressure supply oil passage 7A are in communication, and the line is connected to the lower end oil chamber 456 of the low-high switching valve 440. pressure is supplied.

As a result, the 0-high switching spool 411 and the inhibitor valve 442 of the low-high switching valve 440 are set to the second setting position (upper part in the figure), the oil passage 6B is connected to the drain boat 459 and pressure is exhausted, and the hydraulic servo B- 4 is exhausted and brake B4 is released. Since the low-high switching spool 411 and the inhibitor valve 442 of the low-high switching valve 440 are set at the second setting position (upper part in the figure), the oil passage 6C is connected to the oil passage 6, and is connected to the oil passage 6 via the third accumulator control valve 460. It communicates with the oil passage 6D, supplies line pressure to the hydraulic servo C-3, and engages the clutch C3. Further, the line pressure supplied to the oil passage 8 is supplied to the hydraulic servo C-4, which engages the clutch C4. As a result, the sub-transmission 5
0 becomes H4 (four-wheel drive direct connection type B).

At this time, feedback pressure is supplied to the second intermediate oil chamber 433 of the relay valve 420 from the line pressure supply oil path 18, so the spool 421 is fixed upward in the figure, and the fourth solenoid valve S4 is energized to reach the lower end. Even if low-level solenoid pressure is supplied to the oil chamber 435, only the plunger 422 is set to the lower position in the figure, the spool 421 remains set to the upper position in the figure, and line pressure is supplied to the lower end oil chamber 456 of the low-high switching valve 440. However, the sub-transmission 50 maintains H4 (four-wheel drive direct connection state).

C) When transfer manual valve 410 is set to 14 range.

As shown in Table 4, oil passage 7 is evacuated and line pressure is supplied to oil passage 8. As a result, regardless of the setting of the relay valve 420, the pressure in the oil passage 7.7A is exhausted and line pressure is supplied to the oil passage 8, so that the clutch C4 is engaged and the four-wheel drive state is maintained.

When the fourth solenoid valve S4 is de-energized by the output of the electronic control device 600 when the L4 range is set from the high speed stage (H2, H4), the O-high switching valve 440 is switched from the oil passage 6^. High-level solenoid pressure is supplied to the oil chamber 454 of the oil chamber 454, and the line pressure that had been supplied to the lower end oil chamber 456 is exhausted via the oil passage 7A, the relay valve 420, the oil passage 7, and the transfer manual valve 410. ,
The line pressure applied to the oil chamber 454 causes the inhibitor valve 442 of the low-high switching valve 440 to move to the first setting position (
However, the low-high switching spool 411 of the low-high switching valve 440 remains set at the second setting position (upward in the drawing) and is set to H4 (4-wheel drive direct connection state).

The fourth solenoid valve S is activated by the output of the electronic control device 600.
4 is in the energized state when the transfer manual valve 410 is set to the L4 range, or when the transfer manual valve 410 is in the 14 state and the fourth solenoid valve S4 is energized from de-energized, the oil passage 6A is at a low level. Since the solenoid pressure of the low-high switching valve 440 is
The high switching spool 411 is set to a first setting position (downward in the figure) by the action of a spring 450. As a result, the oil passage 6 and the oil passage 6B communicate with each other via the low/high switching valve 440, and the orifice 6a,
Orifice 6b or orifice control valve 48
0, and the oil passage 6C is connected to the drain boat 457 through the first intermediate oil chamber 452 of the low-high switching valve 440 and is discharged, and the oil pressure of the hydraulic servo C-3 of the clutch C3 is Exhausted pressure. As a result, the sub-transmission 50 becomes L4 (four-wheel drive deceleration state). Once set to L4 (four-wheel drive deceleration state), even if the fourth solenoid valve S4 is de-energized, if the oil passage 6^ is brought to a high level solenoid pressure, the oil chamber 454 of the low-high switching valve 440 However, at the same time, high-level solenoid pressure is applied to the upper end oil chamber 451 via the cuff 443 of the sleeve-like land 445 of the low-high switching spool 411, so the low-high switching spool 411 does not displace and wheel drive deceleration state) is maintained.

D) When the transfer manual valve 410 is set from the L4 range to the H2 or H4 range while the auxiliary transmission 50 is in a four-wheel drive deceleration state.

The fourth solenoid valve S is activated by the output of the electronic control device 600.
4 is in the energized state, the lower end oil chamber 4 of the relay valve 420
35, and the spool 421 and plunger 422 are set downward in the figure by the force of the spring 423, so the oil passage 7 and the oil passage 7A are prevented from communicating with the upper end land 424, and the lower end of the low-high switching valve 440 Since the oil chamber 456 is in a depressurized state, the low-high switching spool 411 of the low-high switching valve 440 and the inhibitor valve 442 are set downward in the figure by the force of the spring 450, the clutch C3 is released, and the brake B4 is engaged. Therefore, the sub-transmission 50 becomes L2 (two-wheel drive deceleration state) or L4 (four-wheel drive deceleration state), but the fourth solenoid valve S4 is de-energized by the output of the electronic control device 600. 1. As described above, since high level solenoid pressure is supplied to the F end chamber 435 of the relay valve 420, the spool 4
21 and the inhibitor valve 422 are set upward in the figure,
The oil passage 7 and the line pressure supply oil passage 7A communicate with each other, line pressure is supplied to the lower end oil chamber 456 of the low-high switching valve 440, and the low-high switching spool 411 and the inhibitor valve 442
is set at the second setting position (upper part in the figure). As a result, the oil passage 6B connects to the drain boat 459 and is discharged, thereby releasing the brake B4, and the oil passage 6C moves the low-high switching spool 411 of the low-high switching valve 440 and the inhibitor valve 442 to the second setting position (in the upper part of the figure), it is connected to the oil passage 6, which is connected to the oil passage 6D via the third accumulator control valve 460, and the clutch C3 is engaged, and the auxiliary transmission 50 is set to H2 (two-wheel drive direct connection). Or H4 (4-wheel drive direct connection).

An electronic control device that performs gear change control of a four-wheel drive automatic transmission will be explained based on block diagrams shown in FIGS. 5 and 6.

The electronic control device 600 controls the energization of the solenoid valves 81 to S4 of the main hydraulic control device 100 and the sub-hydraulic control device 400, and detects the rotation speed of the output shaft of the sub-transmission 50 using a throttle rotation sensor 601 that detects acceleration. A vehicle speed sensor 602 that converts the detected signal into vehicle speed, and a sub-shift 8150
A main transmission output shaft rotational speed sensor 603 detects the rotational speed of the output shaft 32 of the main transmission 10, which is the human power shaft, and a power sensor 603 that sets the speed change pattern such as economy, normal power, etc. according to the driver's selection. Select switch 604, brake lamp switch 605, main transmission 1
The main transmission shift lever position sensor 606 detects the position of the setting range of 0 (Ml)), the auxiliary transmission shift lever position sensor 607 detects the position of the setting range of the auxiliary transmission 50 (St)), I10 boat 608, which is an input port from conditions and an output port to solenoid valves 81 to $4, central processing unit cpu,
It consists of a random access memory RAM that performs shift point processing, and a read-only memory ROM that stores data on shift patterns such as shift points and lock-up points.

In the above embodiment, an example is shown in which a transmission using a planetary gear device is applied to the auxiliary transmission, but it may also be applied to other transmissions such as a continuously variable transmission that is controlled by a hydraulic control device. .

In the above embodiment, an example of a four-wheel drive transfer that transmits power to the front and rear wheels to the sub-transmission is shown, but the present invention is not limited to a four-wheel drive transmission. , a main transmission (main transmission mechanism), and an auxiliary transmission (auxiliary transmission mechanism).

In the above embodiment, the first hydraulic pressure switching means is a manual valve that is driven by manual operation, but other control means that electrically control the hydraulic pressure, such as an electromagnetic solenoid valve, may also be applied and provided. Good too.

[Brief explanation of the drawing]

Figure 1 is a sectional view of a four-wheel drive transmission, Figure 2 is a schematic diagram of the drive mechanism of a four-wheel drive vehicle, Figure 3 is a hydraulic circuit diagram of the hydraulic control system for the main transmission, and Figure 4 is a sub-transmission hydraulic circuit diagram. The hydraulic circuit diagram of the hydraulic control device for the transmission, FIGS. 5 and 6 are block diagrams of the electronic control device.

Claims (1)

[Scope of Claims] 1) In a control device for a transmission comprising a main transmission and a sub-transmission, a first hydraulic switching means controlled by manual operation to set a gear stage of the sub-transmission; 1. A control device for a transmission, comprising: a second hydraulic pressure switching means that controls the hydraulic pressure generated by the first hydraulic pressure switching means and prohibits shifting of the gear stage of the auxiliary transmission. 2) The transmission control device according to claim 1, wherein the first hydraulic pressure switching means is a manual valve. 3) The transmission control device according to claim 1 or 2, wherein switching of the auxiliary transmission is performed by a low/high switching spool. 4) The low-high switching spool has a spring at one end that biases the low-high switching spool toward the other end,
4. The transmission control device according to claim 3, wherein the low-high switching spool is provided on the other side so as to be pressed toward one end by the hydraulic pressure generated by the second hydraulic pressure switching means. 5) The low-high switching spool has an inhibitor valve at one end that receives hydraulic pressure from the first hydraulic pressure switching means and drives the low-high switching spool using land pressure. Control device for the transmission described. 6) Claims 1 to 4, characterized in that the second hydraulic pressure switching means is controlled depending on the running state of the vehicle.
A control device for a transmission according to any one of Items 1 to 9. 7) The second hydraulic pressure switching means includes a third hydraulic pressure switching means for controlling the hydraulic pressure generated by the first hydraulic pressure switching means, and a fourth hydraulic pressure switching means for controlling the third hydraulic pressure switching means depending on the vehicle running state. A control device for a transmission according to claim 1 or 6, characterized in that: 8) The third hydraulic pressure switching means is a relay valve that supplies and cuts off the hydraulic pressure supplied from the first hydraulic pressure switching means to the second hydraulic pressure switching means. Control device for the transmission described. 9) The relay valve is controlled by a relay spool that connects and disconnects the first hydraulic pressure switching means and the second hydraulic pressure switching means, and the hydraulic pressure generated by the fourth hydraulic pressure switching means, and drives the relay spool. Claim 8 characterized in that it is provided with a relay plunger.
Control device for the transmission described in Section 3. 10) The relay spool has a spring at one end that biases the relay spool toward the other end, and the relay plunger at the other end causes the spool to be biased to one side by the hydraulic pressure generated by the fourth hydraulic pressure switching means. 10. The transmission control device according to claim 9, wherein the transmission control device is provided so as to be pressed toward an end side. 11) The relay spool is supplied with hydraulic pressure from the first hydraulic pressure switching means, and once the output hydraulic pressure from the first hydraulic pressure switching means is communicated by the operation of the fourth hydraulic pressure switching means, one of the relay spools is connected to the relay spool. 10. The transmission control device according to claim 9, wherein communication is maintained by feedback hydraulic pressure applied to the end of the transmission regardless of the hydraulic pressure output by the fourth hydraulic pressure switching means. 12) The transmission control device according to claim 7, wherein the fourth hydraulic pressure switching means is an electromagnetic solenoid valve that controls the third hydraulic pressure switching means. 13) The solenoid valve is controlled so as to be performed only when it is detected that the gear position of the auxiliary transmission has been manually changed and the vehicle running state is within a permitted range for the changed gear position. 13. The transmission control device according to claim 12, characterized in that: