JPS612954A - Controller for four-wheel driving automatic transmission gear - Google Patents

Abstract

PURPOSE:To provide ease with which a vehicle may run on either road of upward and downward slopes by sensing an inclined state of the vehicle and automatically shifting down the speed changing gear of a main transmission if the inclined angle is identified over the specified value. CONSTITUTION:A gyro-meter sensor 605 which detects an inclination of a vehicle is provided so that the output from said sensor 605 is to be sent to an electronic controller 600 along with the outputs from other sensors 601-604. If the vehicle is inclined over the specified angle, the controller has the speed changing gear of a main transmission shifted down. If the vehicle runs on a road of downhill grade, the vehicle can therefore be shifted down into an appropriate gear position, while if the vehicle run on a road of an uphill grade, even if a driver reduces the accelerating amount, the gear will not be shifted up so that the driver can operate the steering gear by both the hands. Even if the driver has poor experience on driving, the driver can drive road of uphill and downhill grades with ease.

Description

DETAILED DESCRIPTION OF THE INVENTION Field E 1 The present invention is directed to a 4-wheel drive first-use automatic transmission system that shifts down the gear stage of the main transmission when the vehicle slopes.
Related to costume.

[Prior art 1] Conventionally, a 1llll control device for a four-wheel automatic transmission for station driving has a main transmission to which an automatic transmission is applied, and heavy vehicle running conditions such as vehicle speed and throttle opening! a transmission control device consisting of an electronic control device which inputs 1, a hydraulic control device which takes the output of the electronic control device as input and controls the 4-speed transmission, a two-wheel drive high speed gear, a four-wheel drive high speed gear; and 4-wheel drive, which switches between low gears.
Wheel drive deceleration 11! It consists of an auxiliary transmission for four-wheel drive with a horizontal gearbox, and when driving on a slope in the two-speed gearbox's 1) (drive) range, the accelerator is reduced.
In the case of the U, the main transmission gear remained in a high speed state and sufficient engine braking could not be applied. On the other hand, when driving on a σ slope, if the accelerator pedal speed is reduced when driving uphill, the kickdown state will be canceled and the gear will shift up from a low speed state to a high speed state, resulting in a disadvantage that the two-way driving performance will be impaired. had.

Normally, the above problem is solved by manually shifting the shift position of the main transmission to the S (second) range or the i (C+) range depending on the driver's experience, but on the uphill and downhill roads, the vehicle is It is often necessary to avoid turning, and at this time one hand moves to the shift lever of the main transmission to change the shift lever position, and the steering gear (steering) is operated with only the other hand, making it safer. This is undesirable from a driving standpoint, and four-wheel drive vehicles often have to drive up and down slopes with large inclinations, and the above-mentioned problems occur more frequently than in two-wheel drive vehicles.

[Objective of the Invention 1] The object of the present invention is to detect whether the vehicle is present on the uphill road or the downhill road in a four-wheel drive vehicle, change the gear to the appropriate gear for the uphill road or downhill road, and set the optimum reduction ratio. The object of the present invention is to provide a 111j device for a four-wheel drive automatic transmission that can be obtained.

[Structure of the Invention] A main transmission equipped with a control III control device automatic change 31 mechanism for an automatic transmission for four-wheel drive of the present invention, a sub-transmission for four-wheel drive, and a medium-speed, speed-transmission The transmission control device includes an electronic υ control device that inputs vehicle running conditions such as speed d3 and gear position, and a shift control 11 device that controls the speed υ of the main transmission, J, and sub-transmission. In the control device for the automatic transmission for four-wheel drive, the front shift control device d detects the inclination of the vehicle;
When the vehicle is traveling in 4-wheel drive and the vehicle is at a predetermined angle of inclination.
The configuration is defined as controlling the gear stage of the main transmission to shift down to shift 1.

[Effects of the Invention] The four-wheel drive automatic transmission control device of the present invention having the above configuration has the following effects.

b) When the vehicle is on the exit road, the tilt angle of the vehicle can be detected and a shift 1-down can be performed to an appropriate gear.

[1] When driving on a boarding road ψ, the inclination angle of the vehicle is detected and the gear is in a downshift state, so even if the accelerator fog is reduced, the gear stage will not be shifted up.

c) When driving on the uphill road and downhill road, the driver can always operate the steering gear with both hands, so even drivers with little driving experience can drive on the uphill road and downhill road with care.

[Embodiment] A control device for a four-wheel drive automatic transmission according to the present invention will be described based on an embodiment shown in the drawings.

FIG. 1 shows a four-wheel drive system to which the present invention is applied, and FIG. 2 shows its gear train. 10 is a 4-speed automatic transmission with overdrive that is a main transmission, and 40 is a 4-wheel drive transfer that is a sub-transmission connected to the output shaft 32 of a planetary gear transmission of the 4-speed automatic transmission l110. The four-wheel drive transfer 40 is attached to a four-speed automatic transmission 10 attached to the engine E, the first output shaft 42 is connected to the rear wheel drive propeller shaft 71-C, and the second output shaft 52 is connected to the front wheel drive propeller shaft 71-C. It is connected to the driving propeller 1 and foot B.

=5- The 4-speed automatic transmission 10 has a hydraulic type 1 to a lux converter T1.
Overdrive mechanism OD, lyJ: 3 forward speeds and 1 reverse speed
It is equipped with a stage underdrive mechanism UD.

The torque converter T includes a pump 11.1 connected to the output shaft of the engine E, a turbine 13 connected to the output shaft 12 of the torque converter T, a stator 15 connected to a fixed part via a reversing clutch 14, The output shaft 12 of the torque converter T is
It is the input shaft of the A-bar drive mechanism OD.

A--The bar drive mechanism OD includes a multi-disc clutch CO, a multi-disc brake BO, and a one-way latch FO, which are frictional engagement elements, and the selective engagement of these frictional engagement elements allows the components to be attached to a fixed part such as a transmission case. The planetary gear set PO is fixed to the shaft, connected to the input shaft, output shaft, or other components, or released from the fixation or connection.

The planetary gear set l〕0 includes a kitria 21 connected to the input shaft (12), a ring gear 22 connected to the output shaft 25 of the overdrive mechanism OD, and the input shaft (
12) is rotatably fitted on the outside and fixed to the transmission case via the brake BO, and is connected to the carrier 21 via the clutch COJ: and the one-way clutch ``0'' parallel to the clutch CO. It consists of a sun gear 23 and a planetary pinion 24 rotatably supported by the turtle/rear 21 and meshed with the sun gear 23 and ring gear 22.

The output shaft 25 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 mechanism UD includes multi-disc clutches C1 and C2, which are frictional engagement elements, and multi-disc brakes B1 and B2.
and B3, etc., consist of one-way clutches [1 and F2, a front planetary gearlet P1, and a rear planetary gear set P2.

The rear gear set 1 to P2 includes a ring gear 31 connected to the input shaft (25) via the clutch C1, a carrier 33 connected to the output shaft 32 of the underdrive machine JAU[), and a clutch C2. The brake B1 is connected to the input shaft (25) through the brake B1, the brake B2 is connected in parallel with the brake B1, and the saw is connected in series with the brake B2 and fixed to the transmission case through the one-way clutch [1]. The ring 1'a 34, which is rotated by the carrier 33, includes a planetary pinion 35 which is supported by the carrier 33 and meshed with the ring gear 34 and the ring gear 31.

Front planetary gear hit]~P1 is integral with a carrier 36 fixed to the transmission case via a brake B3 and a one-way clutch F2 parallel to the brake 133, and a sun gear 34 of the rear planetary gear set P2. A ring gear 38 is connected to the output shaft 32, and a planetary pinion 39 is rotatably supported by the carrier 36 and meshed with the sun gear 37 and the ring gear 38.

This four-wheel drive automatic transmission uses a hydraulic control system @100 of a four-speed white dynamic transmission 10 shown in FIG. Selective engagement or release of each clutch, J, and brake, which are coupling elements, is performed, and automatic gear shifting of 4 forward gears including A-bar drive (0/D>) and 1 reverse gear shifting with only manual shifting is performed. will be done.

The shift levers (not shown) provided in the driver's seat for manual valve drive of the hydraulic control device 100 are P (park), R (reverse), N (new 1 - normal), D (drive), It has a shift position SP for each range of S (second) and L (low), and the shift position SP and the gears 4th speed (4), 3rd speed (3), 2nd speed (2), and Table 1 shows the operational relationship between 1st gear (1) and the clutch and brake.

In Table 1, ○ indicates engagement of the friction engagement element, blank indicates release, F (free) indicates free rotation of the one-way clutch, [-
(Lock) indicates engagement of a one-way clutch.

Table 1 O in Sl and B2 indicates solenoid ON, and × in Sl and B2 indicates solenoid OFF.

The hydraulic control system of the 4-speed automatic transmission vA10 @100 uses 1 ton of oil.
Pump 101, pressure regulating valve (regulator valve) 130,
Second pressure regulating valve 150, Tara bypass valve 105, pressure relief valve 106, reverse clutch sequence valve 110, throttle valve 200 that generates thrower pressure according to throttle opening, cup 1 to back valve 145
, Directly connected clutch control valve 1201 Manual valve 210.1
-2 shift valve 220.2-3 shift 1 to valve 230.3-4
Shift valve 240, the 1-2 shift valve 220 and 3-
Solenoid valve S2.2-3 that controls the 4-shift valve 240
Solenoid valve S1 that controls the shift valve 230, solenoid valve S3 that controls the direct clutch control valve 120, and intermediate I that adjusts the hydraulic pressure supplied to the brake B1.
- coast modulator valve 245, low coast modulator valve 250 that adjusts the oil pressure supplied to brake B3,
Accumulator 2 (10) of clutch C1, accumulator 210 of out-clutch C2, accumulator 280 of brake B2, flow valve with check valve that controls the flow rate of pressure oil supplied to each hydraulic servo of clutches C01C1, C2 and brakes BO1B1, B2. Control valve 301
．． 302.303.304.305.306, brake BO1B1, B2, B3, B4 hydraulic pressure - BO B-0,
B-1, B-2, B-3, B-4, clutch C01C1
, C2, C3, C4 hydraulic lever C-0, C-1, C-
2, C-3, C-4, and oil passages that communicate between the valves and the hydraulic cylinders of the clutch and brake.

Hydraulic pump 101 from oil sump via oil strainer
The pumped up hydraulic oil is adjusted to a predetermined oil pressure (line pressure) by a pressure regulating valve 130 and then supplied to the oil passage 1.

Pressure oil supplied to the second pressure regulating valve 150 through the oil passage 1A connected to the oil passage 1 via the pressure regulating valve 130 and the A refit 312 is supplied to the second pressure regulating valve 150 through the output of the thrower 1 hell valve 200.
] The pressure is regulated to a predetermined 1-lux converter pressure, lubricating oil pressure, and circulation collage pressure to the A-ile according to the torque pressure.

The pressure regulating valve 130 has a spool 132 with a spring 131 on one side and a plunger 138 connected in series in contact with the spool 132.
From one side, the throttle F is applied from the oil passage 9 to the small diameter land (lower land in the figure) of the plunger P138, and receives the spring load from the spring 131, and when moving backward, the line is further applied from the oil passage 5 to the plunger 138. One part of the spool 132 receives feedback pressure from the line pressure applied to the other land 133 (
], and oil passage 1, oil passage 1A, and drain boat 1
The communication area with 35 is adjusted to output line pressure to the oil passage 1 according to medium-thickness running conditions.

The manual valve 210 is connected to a shift lever installed in the driver's seat, and can be manually operated to shift to P (park), R (reverse), neutral (N), or D (drive) depending on the range of the lever from shift 1. , S (second), and I (low).

Table 2 shows the communication status between oil passage 1 and oil passages 2 to 5 in each shift range of the shift lever. ○ is connected to line F
" indicates a case where C is supplied and "×" indicates a state where the pressure is exhausted.

Table 2 The throttle pressure 200 is determined by the stroke of the throttle plunger ↑ 1201 in response to the depression of the accelerator pedal, and the plunger 201 and the spring 204 are connected to the spool 20 provided with M.
The spool 202 is moved via a spring 203 between the two, and the line pressure supplied from the oil passage 1 is regulated to a throttle pressure according to the throttle opening degree, and output to the oil passage 9.

The first solenoid valve S1 applies high-level solenoid pressure (
When energized, the pressure oil in oil passage 2G is discharged to generate a solenoid pressure of 0 level.

When the second solenoid valve S2 is de-energized, the orifice 33
A high-level solenoid pressure is generated in the oil passage 2F communicating with the oil passage 2 via the oil passage 2, and when energized, the pressure oil in the oil passage 2F is discharged to generate a low-level solenoid pressure.

The third solenoid valve S3 is connected to the oil passage 1 orifice 342.
The oil pressure in the illustrated upper end oil chamber 121 of the direct coupling clutch control valve 120 that communicates with the oil passage 1H via the oil passage 1H is controlled. This solenoid valve S3, when not energized, generates a high level solenoid pressure in the upper end oil chamber 121 and presses the spool 122 downward in the drawing together with a government-installed spring 123, positioning the spool 122 in the downward direction in the drawing, and energizes the solenoid valve S3. At times, the pressure in the upper end oil chamber 121 is evacuated to avoid inverting the solenoid pressure to a low level.

The 1-2 shift valve 220 includes a spool 222 with a spring 221 installed on the left side in the figure, and when the solenoid valve S2 is de-energized and high-level solenoid oil pressure is generated in the oil passage 2F, the oil chamber 224 at the right end in the figure A high level solenoid pressure is applied to the spool 222, and the spool 222 is set to the left side as shown by the clove in FIG. When the pressure is exhausted and the solenoid pressure reaches 1 level, the spool 222 is set to the right in the figure as shown in the upper half, and positions other than 1st speed are cleared.In 3rd and 4th speeds, the manual valve 9121 enters the left end oil chamber 223 from the oil passage 2C via the 210 and 2-3 shift valve 230, and the spool 222 is fixed to the right in the figure regardless of the solenoid pressure.

2-3 shift 1-masu 230 has a spring 231 on the left side in the figure.
! The spool 232 is equipped with a V-shaped spool 232, and when the solenoid or Sl is energized, the oil passage 2G becomes the low level solenoid pressure, and the spool 232 is set to the right in the figure by the action of the spring 231, and the spool 232 is set to the right in the figure, and the spool 232 is set to the right in the figure by the action of the spring 231. When the solenoid valve S1 is de-energized, high-level solenoid pressure is generated in the oil passage 2G and applied to the oil chamber 234, and the spool 232 moves to the left in the figure due to the action of this solenoid pressure. It is set to the 3rd and 4th speed positions. When line pressure is supplied to the oil passage 4, the line pressure is supplied to the left end oil chamber 233, and the spool 232 is fixed to the right side in the figure regardless of the solenoid pressure.

The 3-4 shift valve 240 includes a spool 242 with a spring 241 installed on the left side in the figure, and when the solenoid valve S2 is de-energized, high-level solenoid pressure is applied to the right end oil chamber 243 via the oil path 2F. The spool 242 is fixed on the left side in the figure, which is the fourth gear (overdrive) side, the solenoid valve $2 is energized, the oil passage 2F is evacuated, and the spring 2
41, the spool 242 is set to the right in the drawing. When line pressure is supplied to the left end oil chamber 244 via the manual valve 2101 oil passage 2 or oil passage 3.2-3 shift valve 230 and oil passage 2B, the spool 242 maintains the line pressure and the spring 241. As a result, it is set to the right in the figure (other than 4th speed).

Next, the operation of the hydraulic control device 100 by the manual valve 2100 manual shift l~ will be explained.

When manual valve 210 is set to N range or 1) range.

As shown in Table 2, oil passage 1 does not communicate with any of oil passages 2 to 5, and as shown in Table 1, both the first and second solenoid valves S1 and S2 are de-energized (de-energized). Shift 1-2 valve 220.2-3 Shift 1-valve 230.3-
The spools 222, 232, and 242 of the 4-shift valve 240 are all positioned to the right in the figure by the action of a spring. 3-4 shift valve 240 in oil path 1 without going through manual valve 210
, only the clutch CO which is in direct communication via the oil passage 1J and the flow m control valve 301 with check valve is engaged.

When manual valve 210 is set to D range.

As shown in Table 2, oil pressure is supplied to the oil passage 2, and line pressure is thereby supplied via the check-clearing flow control valve 302 and the oil passage 2F, and the clamp C1 is engaged.

In the first gear when the vehicle starts, as shown in Table 1, the solenoid valve S1 is energized, the solenoid valve S2 is de-energized, and the spool 222LL of the 1-2 shift valve 220 is located on the left side of the diagram and is connected to the brakes B1 and B2. Oil passages 2A and 3A are 1
The brakes B1, B2, B3
is released and the spool 2 of the 2-3 shift valve 230
32 is set to the right in the figure and supplies line pressure to the left end oil chamber 244 of the 3-4 shift 1 to the valve 240 via the oil passage 213, the spool 242 is set to the right in the figure and the oil passage 1 .3-4 Since a line is supplied to the oil passage 2B engaged with the clutch CO via the shift valve 240 and the oil passage 1J, the oil passage 2C is depressurized and the clutch C2 is released, and the oil passage Since line pressure is being supplied to the IJ, the pressure in the oil passage 1L is exhausted and the brake BO is released, and as a result of the above, the first
Fast running is done. When the vehicle speed reaches a predetermined size, the output of the electronic control device 600) (Solenoid valve S
Solenoid 2 is energized and applied to the right end oil chamber 224.
The spool 222 of the valve 220 moves to the right in the figure, and the oil path 2.
1-2 Hydraulic pressure is supplied via Gino 1 to valve 220, oil path 2△, check valve A1 flow control valve 306, and oil path 21-1,
Play: 12 is engaged and an upshift to 2nd gear 1 occurs.

The upshift to 3rd gear is 111 speed, and when the gear speed reaches a predetermined value, the output l of the electronic control unit @ 600 is de-energized, and the solenoid valve 1 is de-energized. Heben 2
The spool 232 of No. 30 moves to the left in the figure, and the oil passage 2.2
-3 shift valve 230, oil passage 2C, cheek valve A/1 flow control valve 303, oil passage 2F), hydraulic pressure is supplied, and clutch C2 engages, and at the same time 1-2 shift 1 ~ The spool 222 of the valve 220 is connected from the oil passage 2C to the left end oil chamber 223
is set to the right in the figure (other than the first speed) by the line H supplied to the gear.

Upshifting to 4th gear is electronically controlled as above [w60
With the output of 0, the solenoid valve S2 is de-energized, the solenoid pressure that was being supplied from the oil passage 2F to the right end oil chamber 243 is reversed to a high level, and the spool 24 of the 3-4 shift valve 240 is turned off.
2 moves to the left in the drawing, the oil passage 1J is depressurized, and the oil passage 11. , the clutch CO is released and the brake BO is engaged.

When manual valve 210 is set to S range.

As shown in Table 2, line pressure is supplied to oil passage 3 in addition to oil passage 2. In the 1st, 2nd and 3rd speeds, the same shift i- as in the case of the above D range is performed, but oil passage 2 or oil passage 3. 240
Since line pressure enters the left end oil chamber 244 and the spool 242 is set to the right in the figure, the shift to fourth gear is stopped. Also, in 2nd gear, the front &! Similarly to the second speed of the D range, line pressure is supplied to C01C1 and B2, and the oil passage 3
From 2-3 shift valve 2301 oil passage 3A, 1-2 shift I-
Since line pressure is supplied to the intermediate coast modulator valve 245 via the valve 220 and the oil passage 3B, the hydraulic pressure regulated by the intermediate coast modulator valve 245 is supplied to the oil passage 3C. Brake B1 is engaged, and brake B2 and brake B are constantly engaged.
2nd speed in which both gears of 1 are engaged is achieved, and S range 2nd
As for the speed, as the engine brake is applied to course 1-H, the transmission torque ml increases.

Furthermore, if the manual valve 210 is in the D position and D-S shift 1 is manually performed while driving in 4th gear, line pressure is introduced into the left end oil chamber 244 of the valve 240 to 3-4 shift 1 as described above. When the speed is reduced to the scheduled speed, the output of the electronic control unit & 600 energizes the solenoid valve S1, causing a 3-2 downshift, and the engine brake is activated. Second speed is obtained.

When manual valve 210 is set to 1-range.

As shown in Table 2, line pressure is supplied to oil passage 4 in addition to oil passage 2 and oil passage 3. In the 1st and 2nd speeds, shift 1 is performed in the same way as the D range shift described above, but line pressure enters the left end oil chamber 233 of the 2-3 shift valve from oil passage 4, and the spool 232 is set to the right in the figure. Therefore, no shift to third gear occurs.

In addition, the first speed is oil passage 4.2-3 shift valve 230, oil passage 4△
, low coast modulator valve 250, oil path 4B, 1-2
The brake B3 having a double piston of an inner piston and an outer piston is engaged by hydraulic pressure supplied through the shift 1-cell 220 and the oil path 4C to apply engine braking. Manual valve 21 in 2nd gear
This is the same as when 0 is shifted to the S range. In addition, when a manual shift is made to the driving range in the 3rd gear state, the line pressure is introduced into the left end oil chamber 233 of the 2-3 shift valve 230 to immediately downshift to the 2nd gear, and the planned speed is At point h, the electron decelerates to 11+ll
The output of l1l device 600 energizes solenoid valve S2, causing a 2-1 downshift.

The manual valve 210 is shifted to each range of D, S1S, or 1-, line pressure is generated in the oil passage 2, and one
-3 When the jet valve 220 is set to the right side in the drawing (other than 1st speed), line pressure is supplied to the oil passage 2△ (1-, the lower end oil chamber 124 of the direct coupling clutch control valve 120). .

When the third solenoid pressure valve tS3 is energized together with this line pressure and the oil pressure in the L-end oil chamber 121 is at a low level, the spool 122 of the direct coupling clutch control valve 120
is moved downward in the figure, and oil passage 1Δ and oil passage 1D communicate with each other.
The direct coupling clutch 16 installed in the torque converter (1iQl) is engaged, and the inverter T becomes directly coupled. If line pressure is not generated in the oil passage 2△, or even if line pressure is generated in the oil passage 2A, the solenoid valve S3 is de-energized and high-level solenoid pressure is generated in the oil chamber 121 at one end, the spring 123 or Due to the action of the spring 123 and the high level solenoid pressure, the spool 122 is positioned at the lower position in the figure.

Gatekeeper oil passage 1 where the spool 122 is located at the bottom in the figure
Δ is in communication with the oil passage 1C, and the torque converter direct coupling clutch 16 is released.

When manual valve 210 is set to R range.

As shown in Table 2, oil passages 2.3.4 are evacuated and hydraulic pressure is supplied to oil passage 5. clutch C1 and brake B1,
Since line pressure is not supplied to oil passage 2.3 communicating with B2, clutch C1 and brakes B1 and B2 are released. The oil pressure supplied to the oil passage 5 is transferred to the 1-2 shift valve 2.
Since the spool 222 of No. 20 is set to the right in the figure by the action of the spring 221, the brake B3 having a double piston is engaged via the oil passage 4C, and the spool 222 of 2-3 shift 1 to valve 230 is engaged.
Since the spool 232 is set to the right side in the figure by the action of the spring 231, the oil passage 2C1 is engaged with the clutch C2 through the clutch C2 via the check valve valve 1b (I section 303 and the oil passage 2D). The oil pressure supplied to the passage 2D generates oil pressure in the left end oil chamber 114 of the reverse clutch sequence valve 110, the spool 112 is set to the right side in the figure, and the oil pressure in the oil passage 5 engages the in-clutch C2.3. -4 shift valve 240
Since the spool 242 is set to the right in the drawing by the action of the spring 241, the clutch CO is engaged through the oil passage 1J supplied from the oil passage 1, and the oil passage 242 connected to the brake BO is connected to the oil passage 1J. Since the tJF pressure is applied, the brake BO is released and the above-mentioned J: reverse (reverse) driving is performed.

The transfer 40 in FIG. 2 is II! Clutch C3, brake B4, and clutch C4, which are friction engagement components
The output shaft 32 of the 1-plane gear set I-Pl, l) 2 is a manual shaft, and the input shafts 1 to 1 arranged in series on the input shaft (32) are
The first output shaft 42 of the Lancer 40, the input shaft (32)
and a planetary gearlet Pf disposed between the first output shaft 42 and the first output shaft 42;
A wheel drive sleeve 51, a second output shaft 52 arranged parallel to the input shaft (32) and mounted in the opposite direction to the first output shaft 42, and a section between the sleeve 51 and the second output shaft 52; It has a transmission mechanism 53.

Brain gear l-P f is the end 2 of the input shaft (32)
6 Sun gear 44 partially fitted with splines, the sun gear 4
A planetary pinion 45 that meshes with the planetary pinion 45, a ring gear 46 that meshes with the planetary pinion 45, rotatably holding the planetary pinion 45, and a tip of the first output shaft 42 of the addition transfer 40. It consists of a carrier 47 connected to.

In this embodiment, as shown in FIG. 4, the brake B4 is a multi-disc friction brake for engaging the ring gear 46 with the transfer case 48. It is operated by a hydraulic servo B-4 composed of screws I to 49P installed.

The clutch C3 is disposed on the 4-speed automatic transmission ll110 side of the planetary gear 1-Pf, and connects and disconnects the sun gear 44 and the carrier 47. It is operated by a hydraulic servo C-3 composed of a piston 50P and the like.

Clutch C4 is a first output shaft 42 connected to a carrier 47.
This is a multi-disc friction clutch for connecting and disconnecting the sleeve 51 connected to one of the shafts 1 to 56 of the transmission mechanism 53 for driving the second output shaft 52 of the transfer case 40. It is operated by a hydraulic servo C-4, which is composed of a cylinder 58 supported in rotation and a piston 581 mounted within the cylinder 58.

The transmission mechanism 53 includes a sprocket 56 formed on the sleeve 51, sprockets 1 to 55 spline-fitted to the second prong shaft 52, and these sprockets 51i, 5.
It consists of a chain 57 stretched between 6 pieces.

A parking gear 59 is provided around the outer periphery of the cylinder 50 of the hydraulic servo C-3, and when the shift lever of the 4-speed automatic transmission gear 10 is selected to the parking position, the pawl is a parking pawl (not shown). The first output shaft 42 is fixed.

Is 60 a transfer? 40 clutches C3, C4 and brake B4 hydraulic servos C-3, C-4 and [3-4
1-Transfer valve body is provided with a hydraulic control device for supplying and discharging hydraulic pressure to the body; 61 is its oil pan;

Clutches C3, C4 and brake B4 (7) oil pressure V-
Pressure oil supplied to Bos C-3, C-4 and B-4 is 1
~ Lance transmission case 62 and transfer case 4
Hydraulic control devices 400 from 1 to 7 are led to the transfer valve body 60, which is 1QtJ, through an oil passage 64 numbered 8.

During normal driving, the line pressure supplied to the hydraulic control system @100 of the automatic transmission is supplied to hydraulic servo C-3 to engage clutch C3, and pressure is discharged from hydraulic servos B-4 and C-4 to brake B4. and release clutch C4. As a result, the sun gear 44 of the planetary gear set Pf
and the carrier 47 are connected, and power is transmitted from the input shaft 32 to the first output shaft 42 at a reduction ratio of 1, resulting in two-wheel drive ratio of only the rear wheels. At this time, the power from the input shaft (32) is transmitted to the carrier 47 via the clutch C3 without passing through the sun gear 44, planetary pinion 45, or ring gear 46.
Since more power is transmitted to the first output shaft 42, no load is applied to the tooth surfaces of each gear, and the life of the gears is increased. When 4-wheel drive becomes necessary during this 2-wheel drive ratio, manually shift the transfer shift lever 401 installed on the driver's seat, etc., and apply line pressure to the hydraulic servo C-4 of the l/transfer hydraulic pressure υItll device 1400. When the supply is gradually applied and the clutch C4 is smoothly engaged, the first output shaft 42 and the sleeve 51 are connected, and the transmission mechanism 53, the second output shaft 52, and the front wheel drive propeller shaft B (shown in FIG. 1) are connected. Power is also transmitted to the front wheels via the input shaft (32) to the first output shaft 4.
Power is transmitted to the second output shaft 52 and the second output shaft 52 at a reduction ratio of 1, and a four-wheel drive direct-coupled driving state (high-speed four-wheel drive state) is obtained. During this 4-wheel drive mode, when an increase in output torque is required such as on a steep slope, when lever 401 is manually shifted to transfer gear 1, the hydraulic pressure to the hydraulic servo is changed between high-speed 4-wheel drive state and low-speed 4-wheel drive state. Inhibitor valve 4 is a switching valve for
40 and the accumulator control valve 460, which is a spool valve, are activated to gradually supply line pressure to the hydraulic servo B-4, and at an appropriate timing, the hydraulic pressure of the hydraulic servo C-3 is increased to 111 pressure, and the brake B4 is gradually engaged. To and b smoothly release clutch C3.

At this time, the J: Lisan gear 44 and carrier 47 are released, the ring gear 46 is fixed, and the power is transferred to the input shaft (
32) through the ring gear 44, planetary pinion 45, and main serial 47, and is transmitted to the first output shaft 42 and the second output shaft 52, resulting in a high-torque four-wheel drive deceleration running state and a low-speed four-wheel drive state. ) is used. Table 3 shows the manual shift setting range of transfer 40 and brake B4.
, which shows the engagement and disengagement of clutches C3 and C4 and the running state of the vehicle.

Table 3 In Table 3, ○ indicates the engaged state of the friction engagement element, and × indicates the released state. The reduction ratio (3.0 in the example) is the reduction ratio -1+λ when the tooth ratio of the +J gear 44 and the ring gear 46 of the planetary gear set F]f is set to λ and the tooth number ratio λ is set to 0.5. )/λ-3,0.

Transfer hydraulic control 11alF4 of transfer 40
00 is l.ransuf installed in the driver's seat? Shift:~Trans Shift 7 manicoal valve 410 connected to lever 401 via link 414M402, inhibitor valve 440 for switching between high speed (direct connection) and low speed deceleration during four-wheel drive, and the inhibitor valve 440 An upshift (L4→T14 shift) is installed between the and the hydraulic pressure regulator C-3, and consists of an accumulator control valve 460, an accumulator 490, and a shifter 480.
The timing machine 4M430 controls the input oil pressure of the inhibitor valve 440 (hydraulic pressure related to vehicle speed) to the oil path 1M connected to the oil path 1, and controls the high speed and low speed of the four-wheel drive when the TIi speed exceeds the set value. an automatic transfer control mechanism 500 for automatically switching between
20, and an inhibitor valve 4, such as a check valve-equipped throttle 530 installed in the oil supply and discharge path 7 for hydraulic oil to the hydraulic servo C-4.
40 and a check valve 540 provided in the communication oil passage 1P between the upshift timing mechanism 430 and the upshift timing mechanism 430.

A transfer manual valve 410 connects a link mechanism 4 to a transfer shift lever 401 provided in the driver's seat.
It has a spool 420 connected via 02, and the 4
The inboard 1-411 connects to the line pressure generating oil line 1 of the hydraulic control circuit of the automatic transmission 11110, the outboard 413 connects to the oil line 6, and the outboard 4 connects to the oil line 7.
15, has a drain boat 1-417.419, which connects oil passage 1 and oil passage 6 when the spool 420 is set to the two-wheel drive (+-12) position, and connects oil passage 7 to the drain boat 419. When the four-wheel drive high gear position (H4) is set, the oil passages 1, 6, and 7 are connected, and when the four-wheel drive low gear position (1-4) is set, the oil Road 1 and oil road 7 are connected, and oil road 6 is connected to drain 1-41.
7 will be contacted.

The inhibitor valve 440 is connected to a spring 450 from the lower blade shown in the figure.
The spool 441 has a spool 441 provided with a spool 441 and a plunger 442 connected in series with the spool 441. Both spools 441 have the same diameter and a lower end land 445 on which a spring 450 is provided. and an intermediate land 446. The plunger 442 has a lower end land 4 having a larger diameter than the land of the spool 441.
48, and an upper end land 44 having a larger diameter than the lower end land 448.
It has 9. These spool 441 and plunge P4
42, the first and second oil chambers 452, 45 between the lower end land 445, intermediate land 446 and upper end land 447
3. Oil chamber 4 between spool 441 and plunger 442
54, and an upper end oil chamber 456 are formed.

In this inhibitor valve 440, when the spool 441 is set upward in the figure, the first oil chamber 452 communicates the line pressure oil path 1 and the deceleration oil path 1N, and the second oil chamber 453 connects the line pressure oil path 1 and the deceleration oil path 1P. When the drain boat 457 is connected and the spool 441 is set downward in the figure, the first oil chamber 452 connects the deceleration oil path 1N and the drain boat 459, and the second
The oil chamber 453 communicates with the line pressure oil passage 1 and the direct connection oil passage 1P, the oil chamber 454 always communicates with the oil passage 1M for generating oil pressure related to the vehicle speed, and the upper end oil chamber 456 always communicates with the oil passage 6. I am in touch with you.

The accumulator control valve 460 has a spool 411 on which a spring 470 is installed at the bottom in the figure.
The spool 471 has a lower end land 473 and an intermediate land 4.
75, and the upper end land 477 with a larger diameter by a predetermined X1 method to the right of these two lands, and the upper end oil chamber 4 from the lower side in the figure.
61, intermediate oil chambers 463, 465, and upper end oil chamber 467 are formed.

This Aki comb regulator control [1-le valve 4601;t,
The lower intermediate oil chamber 463 is always connected to the oil passage 1Q which connects to the hydraulic servos 0-3, the lower intermediate oil chamber 465 is always connected to the line pressure oil passage 1, and the upper end oil chamber 467 is connected to the oil passage 1Q which is connected to the hydraulic servo 0-3. The oil pressure is fed back, and the upper end oil chamber 461 has a throttle 48.
0: Hydraulic pressure is supplied to the oil passage 1R, which communicates with the oil passage 1Q via the neemulator 490.

i ~ The transfer automatic control machine side 500 consists of a valve 511 installed in the oil passage 1M connected to the oil passage 1, and a ml solenoid valve S4 which is turned ON and Or:F by the output of the electronic control unit 600. When the vehicle speed exceeds a set value (for example, 20 km/h), the second cutter is turned off and the oil line 1M is turned off.
generates line pressure in oil passage 1, and when it is below the set value, O
N is turned on, and the oil pressure in the oil passage 1M is increased by 1 pressure. As a result, oil pressure related to the vehicle speed is generated in the oil path 1M. The ON/OFF setting value of the solenoid valve S4 is, for example, medium speed L.
The solenoid valve S4 is activated by the input signal from the switch 603.
Since the electronic control II system W600 that controls this can be configured to be easily changed, it is easy for the driver to change it according to the driving conditions of the vehicle, such as the path situation.

Line pressure enters the intermediate oil chamber 465 from the oil passage 1, and the oil passage 7 is connected to the hydraulic servo C-4 via the throttle valve 530.

The operation of the transfer 40 in each setting range will be explained.

a) When the l-transfer manual valve 410 is set to the -12 range, the pressure in the oil passage 1 is exhausted, so no power is transmitted to the three-wheeler 151, and a two-wheel drive state is maintained. In addition, line pressure is supplied to the oil passage 6 and the inhibitor valve 440
The spool 441 and plunge 1r442 are set at the lower side in the figure and communicate with oil passage lN1J drain l-459 to receive u1 pressure, thereby discharging the play 4-84 and pressurizing oil passage 7 at IJI, so that the clutch 04 is depressurized. The oil passage 1P is connected to the oil passage 1, and is connected to an aperture 540 with a check valve, and an anide:l-muletaton 1 to [1-ru valve 4].
It communicates with the oil passage 1Q via 60 and engages the clutch C3. Therefore, the transfer y40 becomes N2 (two-wheel drive directly connected state).

1) When the 1-lance factory valve 410 is set to the 1-14 range, line pressure is supplied to both the oil passage 6 and the oil passage 7. The line pressure supplied to the oil path 6 is applied to the spool 441 of the inhibitor valve 440 and the plunger 4.
42 is set at the lower side in the figure, and the oil passage IN is connected to the drain port 459 and the pressure is equalized, whereby the pressure of the brake B4 is discharged. The line pressure supplied to oil passage 1 engages clutch C4.

As a result, the transfer 40 becomes l-14 (four-wheel drive direct connection state).

C> + - When the lance firm valve 410 is set to the L4 range, the plunger 442 is set upward because the pressure in the oil passage 6 is exhausted, and the clutch is closed because line pressure is supplied to the oil passage 7. C4 is engaged and a four-wheel drive state is maintained.

When the vehicle speed is -1 or higher than the set value and the solenoid valve S4 is in the OFF position and the 1-transfer manual valve 410 is set to the L4 range, line pressure is supplied to the oil passage 1M. Therefore, the spool 44 of the inhibitor valve 440
1 remains set at the lower position in the figure due to the line pressure applied to the oil chamber 454, and the gear is not changed, thereby preventing engine F from overrunning.

When the transfer 7 manual valve 410 is set to the 14 range while the medium speed is below the first setting and the solenoid valve S4 is ON, or when the 11th speed is above the predetermined value and the solenoid valve S4 is OFF. When the factory manual valve 410 is in the L4 state and the medium speed goes from above the set value to below the set value and the solenoid valve S4 is turned from OFF to ON, the oil path 1M is tJl-)r, so the spool 441 is moved by the action of the spring 450. As a result, oil passage 1 and oil passage 1N communicate with each other, and oil is supplied to hydraulic pressure 1 no. The hydraulic pressure of the oil bath servo C-3 of the clap C3 is reduced to 1M pressure. As a result, the 1 Heranshu 7.40 becomes a four-wheel drive low-speed gear. Once the vehicle speed is lower than the set value after the low-speed four-wheel drive condition is reached, when the solenoid valve S4 is turned off, the line pressure of the oil passage 1M is applied to the oil chamber 454 of the inhibitor valve 440, so that the spool 441 is set upward in the diagram, so that oil path 1
The oil passage 1P communicates with the brake B4 hydraulic pressure.
Hydraulic oil is supplied to
59, the counter pressure -'5 is applied, and hydraulic pressure is supplied to the hydraulic pressure 1/novo C-3 of the clutch C3. As a result, the transfer 40 becomes a four-wheel drive high-speed stage unit.

A vehicle equipped with a four-wheel drive automatic transmission according to the present invention is equipped with a gyrometer (not shown) that can detect the inclination of the vehicle and detect whether the 11 cars are on a σ slope or a descending road. There is.

Next, the electronic control 1'@llf 600 will be explained based on the block diagram shown in FIG.

The electronic control unit [600 is the main transmission shift lever position wIl? which detects the setting range of the main transmission. transfer shift lever that detects the setting range of the auxiliary gearbox U-601
A position sensor 4t 602, a vehicle speed sensor 603 that converts a signal detected from the output shaft rotation speed of the sub-transmission into vehicle speed, a throttle opening sensor 604 that detects the amount of accelerator, and a gyrometer sensor 605 that detects the tilt of the vehicle. [10 port 606, 8-position CPU for central processing, and random accelerator memory RAM for performing shift point processing.

It consists of a read-only memory ROMhl that stores data on shift patterns such as shift points and lock-up points.

Electronic $ control device 6 based on the flowchart shown in FIG.
00's shift control will be explained below.

Turn on the ignition switch (not shown) of the vehicle to start the vehicle's engine. The current shift position is determined by the output of the J transmission shift lever position sensor 601! ifM
It is determined whether p is in the P (paring) range (701). If YES, solenoid valves S1, S2
, produces an output that de-energizes all S3 (display 0) (70
2), Return.

If No, it is determined whether the shift position is in the @MDr/R (reverse) range (703). If YES, proceed to (702) and return to the next step.

In the case of No, it is determined whether or not the shift L to position Mp is in the N (courtral) range (704). If YES, the process advances to (702) and then returns.

If No, the output J of the medium speed sensor 603 is V of the vehicle speed.
705), and read the throttle opening from the output of thrower 1~le opening sensor 1 noro 04 (705).
(706), reads the vehicle inclination angle θ from the output of the gyrometer sensor 605 (707),
Thereafter, it is determined whether or not the inclination angle θ of the width is one step higher than a certain predetermined value (708). 4r above a certain value
If not (NO), output to normal driving 800. 70
9), Return. Constant (if F) (YES)
output to shift down run 900 (710) and return.

FIG. 7 shows 70-yards of normal driving 800.

First, it is determined whether the vehicle running condition is in the ist range (801), and if YES, only the solenoid valve S1 is energized (display 1), and all others are de-energized (display O).
It generates an output (802) and returns. No
In this case, it is determined whether the shift position '#IM+) is correct (803). If YES, proceed to (802);
If NO, it is determined whether the vehicle running line +1 is in the 2nd area (804). If YES, it is determined whether or not it is in the 2nd direct coupling clutch engagement area (805).
, if No, produces an output that energizes solenoid valves S1 and S2 and de-energizes S3 (806), and if (805) is YES, produces an output that energizes all solenoid valves S1, S2, and S3 (807). , return. (804) is No
In this case, it is determined whether shift 1 to position Mp is S (808). If YES, proceed to (805) and NO
In this case, it is determined whether the vehicle running condition is in the 3rd region (809). If YES, it is determined whether or not it is a 3rd directly connected clutch area (810);
If (810) is YFS, an output is generated that energizes solenoid valve S2 and de-energizes Sl and S3 (812). , return. If (809) is No, that is, if it is in the 4th region, it is determined whether or not it is in the 4th direct clutch engagement region (813), and if it is NO, all solenoid valves S1, S2, and S3 are de-energized. An output is generated (814), and if YES in (813), the solenoid valve S3 is energized, Sl and 82 are outputted (815), and the process returns.

Figure 8 shows shift down driving 900 f[]-dip-1
~ is shown.

First, it is determined whether or not the vehicle running conditions are in a region where it is possible to shift 1-down to ist (901). If YES, solenoid valve S1 is energized (display 1) and S2 is de-energized (display 1).
The output of display O) is generated (902) and the process returns. No
In this case, it is determined whether or not the area is a region where downshifting to 2nd is possible (903).

If YES, an output is generated to energize the solenoid valves S1 and S2 (904), and the process returns. If no, 3r
It is determined whether or not it is possible to downshift to d (905). If YES, an output is generated to de-energize the solenoid valve S1 and energize the solenoid valve S2 (906), and return. If NO, both solenoid valves S1 and 82 are de-energized (907), and the process returns.

[Brief explanation of the drawing]

Figure 1 is a schematic diagram of the drive mechanism of a 4-wheel drive vehicle, Figure 2 is a schematic diagram of a 4-wheel drive automatic transmission, and Figure 3 is a hydraulic control circuit of a hydraulic control device for a 4-wheel drive automatic transmission. Figure 4 is a sectional view of the 4-wheel drive transfer, a circuit diagram of the hydraulic control device for the 4-wheel drive transfer, and Figure 5 is a block diagram of the electronic control device. FIG. 8 is a flowchart of the electronic control device. In the diagram: 10...4-speed automatic transmission 40...4-wheel drive transfer 210...Manual valve 220
...1-2 shift valve 230...2-3 shift valve
240...3-4 shift valve 400...Transfer hydraulic control MI equipment 410...Transfer manual valve 605...Gyrometer sensor Sl, S2
, $3, S4... Solenoid valve

Claims (1)

[Scope of Claims] 1) A main transmission equipped with an automatic transmission mechanism, an auxiliary transmission for four-wheel drive, and an electronic control device that receives vehicle running conditions such as vehicle speed, throttle opening, and gear position as input. and a transmission control device for controlling the transmission of the main transmission and the sub-transmission, wherein the transmission control device detects an inclination of the vehicle and controls the transmission in four-wheel drive. 1. A control device for an automatic transmission for four-wheel drive, characterized in that the control device controls the gear stage of the main transmission to be downshifted when the vehicle tilts at a predetermined angle or more.