JPS6141067A - Electronic controlled automatic speed change gear - Google Patents

Abstract

PURPOSE:To produce proper driving force in any running condition of a car by controlling an auxiliary speed change gear to change speed to high-speed step and low-speed step according to a speed change diagram preset corresponding to a car velocity and a throttle opening. CONSTITUTION:An automatic speed change gear of a four-wheel car of 3-forward and 1-backward comprises an automatic speed change gear 10 of 3-forward and 1-backward, which is the main speed change gear, and a four-wheel drive transfer 40, which is an auxiliary speed change gear coupled to an output shaft 32 of the automatic speed change gear 10 and switched to a high speed step and a low speed step. The main speed change gear 10 is controlled to change speed by selectively engaging or releasing a clutch and a brake which are frictional engagement elements according to a running condition of the car by a hydraulic control device. In this case, the auxiliary speed change gear 40 is controlled according to a speed change diagram preset corresponding to a car velocity and a throttle opening by an electronic control device which controls the main speed change gear 10.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an electronically controlled automatic transmission capable of switching between a high speed gear and a low speed gear.

[Conventional technology] Conventionally, electronically controlled automatic transmissions have a main transmission and a high speed gear.
A four-wheel drive sub-transmission capable of switching between H4) and low gear (L4), an electronic control device that inputs vehicle driving conditions such as vehicle speed and throttle opening, and inputs the output of the electronic control device. The transmission is comprised of a hydraulic control device that controls the auxiliary transmission, and the switching between high speed and low speed is performed manually.

[Problems to be solved by the invention] However, this type of device cannot be used when the vehicle speed is low and the throttle opening is large (when a large driving force is required), or when the vehicle speed is high and the throttle opening is small (when a small driving force is required). Depending on the driver's experience, the four-wheel drive high gear (H4) → 4
Wheel drive low gear (F4) or four-wheel drive low gear (F4) →
Since the four-wheel drive high speed gear (+-14) is switched, it is generally impossible to generate an appropriate driving force to the drive wheels.

The present invention detects when a large driving force is required and when a small driving force is sufficient, and shifts between the high and low four-wheel drive gears to always generate appropriate driving force to the drive wheels. The purpose of the present invention is to provide an electronically controlled four-wheel drive automatic transmission.

[Means for Solving the Problems] The electronically controlled automatic transmission of the present invention includes a main transmission, an auxiliary transmission capable of switching between a high gear and a low gear, and
- an electronically controlled automatic transmission comprising an electronic control device for inputting vehicle running conditions such as vehicle speed and a speed change control device for changing the speed of the sub-transmission; The auxiliary transmission is configured to change gears based on a shift diagram preset according to the speed change diagram, and further includes a main transmission, an auxiliary transmission capable of switching between a high speed gear and a low speed gear, and a vehicle speed. In the electronically controlled automatic transmission, the electronic control device includes an electronic control device that inputs vehicle running conditions such as throttle opening and a shift control device that changes the speed of the auxiliary transmission. When is large, vehicle speed,
The sub-transmission is configured to shift the speed of the sub-transmission based on a shift diagram set in advance according to the throttle opening.

[Operations and Effects of the Invention 1 With the above configuration, the shift control device for an electronically controlled automatic transmission of the present invention has the following operations and effects.

Shifts between high and low gears are performed based on a preset shift diagram according to vehicle speed and throttle level, so it can detect when a large driving force is required and when a small driving force is sufficient. To shift gears between high and low gears and generate appropriate driving force to the drive wheels regardless of the vehicle running condition when the main transmission is in the high gear ratio setting range. I can do it.

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

Figure 1 shows a multi-stage four-wheel drive automatic transmission with three forward speeds and one reverse speed, and Figure 2 shows its gear train. I.

10 is a main transmission, which is an automatic transmission with 3 forward speeds and 1 reverse speed;
0 is the output shaft 3 of the planetary gear transmission of the automatic transmission 10
2 shows a four-wheel drive 1-transfer which is an auxiliary transmission connected to 2.

Automatic transmission (Shallow 10 is equipped with a hydraulic torque converter T and a planetary gear transmission mechanism.

The torque converter T consists of a pump 11 connected to the output shaft of the engine, a turbine 13 connected to the output shaft 12 of the torque converter T, and a stator 15 connected to a fixed part via a one-way clutch 14. The output shaft 12 of the torque converter T serves as the input shaft 12 of a planetary gear transmission mechanism.

The planetary gear transmission mechanism includes multi-disc clutches C1 and C2, which are frictional engagement elements, and multi-disc brakes B1, B2, and B.
3, one-way clutches F1 and F2, a front planetary gear set P1, and a rear planetary gear cell hP2.

The rear stage 1 lateral gear set P2 includes a ring gear 31 connected to the input shaft (12) via a clutch C1,
A kitria 33 connected to the output shaft 32 of a planetary gear transmission mechanism, a brake B1 connected to the human power shaft (12) via a clutch C2, a brake B2.83 parallel to the brake B1, and a brake. A sun gear 34 is fixed to the transmission case via a one-way landing gear F1 directly connected to B2, and a planetary binion 35 is rotatably supported by the kitria 33 and meshed with the sun gear 34 and the ring gear 31. Consisting of

The first planetary gear set 1 to P1 is integrally formed with a carrier 36 fixed to the transmission case via a brake B3 and a one-way clutch F2 arranged in parallel with the brake B3, and a sun gear 34 of the second planetary gear set P2. It consists of a sun gear 3Y, a ring gear 38 connected to the protruding horn shaft 32, and a planetary vinyl ring 39 rotatably supported by the carrier 36 and meshed with the pin gear 37 and the ring gear 38.

This four-wheel drive automatic transmission is an automatic transmission 10 shown in FIG.
The hydraulic control device 100 selectively engages or disengages each clutch and brake, which are FFE frictional engagement elements, according to the vehicle running conditions such as the engine throttle and the vehicle speed. , one reverse gear shift is performed only by manual gear shifting.

A shift lever (not shown) provided on the driver's seat for manual valve drive of the hydraulic control device 100 has three positions: P (parking), R (reverse), neutral (N), D (drive), and 2 (t? cant). ), low), and has a shift position SP for each range, and the shift position SP, gear position, 3rd gear (3>, 2nd gear (2), 1st gear (1), and clutch position SP). Table 1 shows the operational relationship of the brakes.

In Table 1, ◯ indicates engagement of the friction engagement element, × indicates release, F (free) indicates free rotation of the one-way clutch, and L (lock) indicates engagement of the one-way clutch.

Table 1 Reference numeral 100 in the figure is an example of a hydraulic control device for a known white lh transmission with three forward speeds and one reverse.
The pressure is regulated to a predetermined oil pressure (line pressure) and guided to the oil passage 104. The pressure oil led to the oil passage 104 is supplied to the manual valve 1.
05 to the 1-2 shift valve 1o6 and the 2-3 shift valve 107.

Reference numeral 108 denotes a throttle valve that generates hydraulic pressure (throttle pressure) in an oil passage 109 according to the throttle pressure.

110 is a governor valve, which has oil pressure (governor pressure) depending on the vehicle speed.
is occurring in the oil passage 111.

The 1-2 shift valve 106 and the 2-3 shift valve 107 are
Oil passage 112.11 in relation to the magnitude of the throttle pressure and governor pressure supplied from oil passage 109 and oil passage 111.
3.114, and controls the supply and discharge of pressure oil to the clutch and brake hydraulic servos c-i, C-2, B-i, B-2, and 3-3.

In this embodiment, at the first forward speed, the hydraulic servo C
-1, pressure oil is supplied to hydraulic 4 novo C-1, B-2 at the second forward speed, and to hydraulic servo C-1, C-2, E3-2 at the third forward speed. Pressure oil is supplied,
When traveling in reverse, pressure oil is supplied to hydraulic servos C-2 and B-3.

The manual valve 105 is connected to a shift lever installed in the driver's seat, and is manually operated with J: P (parking), R (reverse), and N depending on the range of the reshift lever.
Courtral), [] (drive), 2 (second),
Move to each position.

1 to 740 in FIG. 1 use the friction engagement elements Clutch C3, Brake B4, and Clap C4 and the output shafts 32 of the planetary gearlets Pi and P2 as input shafts, as shown in FIG. The cabana valve 110 fixed to the shaft (32), the first output horn shaft 42 of the transfer 1 arranged in series with the human power shaft (32), and the input shaft (3
2) and the first output shaft 42, a four-wheel drive sleeve 51 rotatably fitted around the first output shaft 42, and a four-wheel drive sleeve 51 arranged in parallel with the input shaft (32). The second output shaft 52 is installed in the opposite direction to the first output shaft 42 which is arranged in parallel with the sleeve 51 and the second output shaft 5.
It has a transmission device 53 between the two. The planetary gear set Pf includes a sun gear 44 spline-fitted to the end of the human-powered shaft (32), a planetary binion 45 that meshes with the ring gear 44, a ring gear 46 that meshes with the planetary binion 45, and a planetary gear 46 that meshes with the planetary binion 45. It consists of a carrier 47 that rotatably holds the binion 45 and is connected to the tip of the first output shaft 42 of the transfer 140.

In this embodiment C, the brake B4 is a multi-plate friction brake for engaging the ring gear 46 with the transfer case 48, and the cylinder 4 is formed in the transfer case 48.
9 and screws 1 to 49P installed in the cylinder 49. Clap C3 is automatic transmission Ia1 of planetary gear set Pf
It is arranged on the 0 side and connects and disconnects the sun gear 44 and the carrier 47, and includes a cylinder 50 connected to the carrier 47 and a piston 50P installed in the cylinder 50.
It is operated by a hydraulic servo C-3 consisting of. The clutch C4 is connected to the first output shaft 42 connected to the kitria 47.
This is a multi-plate friction clamp for connecting and disconnecting the sleeve 51 connected to one sprocket 56 of the transmission device 53 for driving the second output shaft 52 of the transfer case 140, and is rotatably supported by the transfer case 48. Cylinder 58 and screws 1 to 5 installed inside the cylinder 58
It is operated by a hydraulic servo Cl consisting of 8P.

The transmission @53 includes a sprocket 5G formed with a sleeve 51, a tin rocket 55 spline-fitted to the second output shaft 52, and a chain 57 stretched between these sprockets.

A parking gear 59 is provided around the outer circumferential side of the cylinder 5o of the hydraulic servo C-3, and when the shift 1 to lever of the automatic transmission 10 is selected to the parking position, the pawl engages the parking pawl (not shown). The meshing fixes the first output shaft 42.

60 is 4 wheel drive transfer 4o Clap C3, C
4J3YU'7L/-1"B4 (7) Hydraulic pressure +) -#<
A transfer valve body 61 is an oil pan in which a transfer control device 200 for supplying and discharging hydraulic pressure to C-3, C-4 and B-4 is installed. Clap C
3. C4 and brake B4 hydraulic servo C-3, C-
46 and B-4 is supplied to the transformer 77 control device 200 via the vibro 4 attached to the transmission case 62 and the transformer 7 door case 48 through an oil pan 62A fastened to the transmission case 62. Transf 7 valve body 60
guided by.

This transfer is carried out by the engine E of the vehicle as shown in Fig. 3.
The first output shaft 4 is attached to the automatic transmission mounted on the
2 is connected to the propeller shaft C for driving the rear wheels, and the second output shaft 52, which is the other output shaft, is connected to the propeller shaft B for driving the front wheels.

During normal driving, the line pressure supplied to the hydraulic control device of the automatic transmission is supplied to the hydraulic servo C-3 to engage the clamp C3, and the pressure is discharged from the hydraulic servos B-4 and C-4 to release the brake B4 and Release Clap C4. As a result, the sun gear 44 and carrier 47 of the planetary gear set P[ are connected, and power is transmitted from the input shaft (32> to the first
The signal is transmitted to the output shaft 42 at a reduction ratio of 1, and two-wheel drive driving using only the rear wheels is obtained. At this time, the power from the input shaft (32) is
Zangi 744, planetary pinion 45, ring gear 4
Since the signal is transmitted from the carrier 47 to the first output shaft 42 via the clutch C3 without passing through the clutch C3, no load is applied to the tooth surfaces of each gear, and the life of the gears is increased. During this two-wheel drive driving, when four-wheel drive driving becomes necessary, manually shift the shift lever (not shown) provided on the driver's seat to apply line pressure to hydraulic servo C-4 of the 1 to 4 wheel drive control device 200. 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 device 53, the second output shaft 52, and the propeller shirts 1 to B (shown in FIG. 1) are connected. The power is then transmitted to the front wheels from the input shaft (32) to the first output shaft 42 and the second output shaft 52 at a reduction ratio of 1, resulting in a four-wheel drive direct-coupled running state (high-speed four-wheel drive state). It will be done. During this four-wheel drive driving, when an increase in output torque is required, such as on a steep slope, a manual switch controls the hydraulic pressure to the hydraulic servo and the inhibitor valve 240, which is a switching valve between high-speed four-wheel drive and low-speed four-wheel drive, and the town shift valve. 1
- Activate the timing valve 260 to gradually supply line pressure to the hydraulic servo 8-4, supply and discharge hydraulic pressure from the hydraulic servo C-3 at appropriate timing, gradually engage the brake B4, and smoothly operate the clutch C3. to be released.

As a result, the ring gear 44 and the carrier 47 are released, the ring gear 46 is fixed, and the power is transferred to the input shaft (32
) is decelerated and transmitted to the first output shaft 42 and second output shaft 52 via the sun gear 44, planetary pinion 45, and carrier 47, and the torque is transmitted to the 54-wheel drive decelerated driving state (low-speed 4-wheel drive state). can get.

Table 2 shows the engagement and release states of the brake B4 and clutches C3 and C4 in accordance with the running conditions.

Table 2 In Table 2, ◯ 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 when the ratio of the number of teeth between the lean gear 44 and the ring gear 4G of the planetary gear mechanism is λ, and the ratio of the number of teeth λ is 0.5 = (1-)λ)
/λ-3,0.

The four-wheel drive transformer 7/control device 200 includes a first solenoid valve 210, a second solenoid valve 220, and a switching valve 2.
30, an inhibitor valve 240, a downshift timing valve 260 installed in the oil drain path 207 for the engagement pressure for direct coupling via the inhibitor valve 240, a hydraulic servo C-3 of the frictional engagement element for direct coupling, that is, the various clutch C3. The first oil passage 201 communicates with the friction engagement element for deceleration, that is, the multi-disc brake B4
A second oil passage 202 connects to the hydraulic servo B-4 of the four-wheel drive frictional engagement element, that is, a multi-disc clutch C4, a third oil passage 203, a switching valve 230, and an inhibitor valve 240. The fourth oil passage 20 connects the specified oil chamber of
4. Check valves 310, 320, and 330 installed in the 1.2.3 oil passages, respectively, and line oil passage 104.
It is composed of an oil passage 205 for the first solenoid pressure and an oil passage 20G for the second solenoid pressure via the Δrefits 340 and 350.

The 1.2nd solenoid valves 210.220 each have a moving core 211.221, a solenoid 212.222,
Spring 213.223, opening 214.224,
Consists of oil drain ports 215 and 225, solenoid 212,
When 222 is energized, the moving core 211.22+ is moved upward in the figure to open the opening 2+4.224, and the pressure oil in the oil passage 205.20G separated from the line pressure oil passage 104 by the A refit 340.350 is drained into the drain 1. ]215.22
Discharge from 5. When the solenoid 212.222 is de-energized, the moving core 211.221 is connected to the spring 2.
13. The opening 21 is moved downward by 1121 due to 223.
4.224 closed, oil road 20! i, generates high level solenoid oil pressure (line pressure) at 206.

The one-inch bit valve 240 has three first and second valves from the bottom in the figure.
, having a third order spool 241.242.243;
The first spool 241 has a sleeve-shaped land 245 with a spring 244 at its lower end and two lands 24G, 2.
47, lower end oil chamber 248, sleeve-shaped land 245
and an intermediate oil chamber 249 between lands 246 and 247.
250, oil chamber 251 between the first spool 241 and the second spool 242, the second spool 242 and the third spool 2
43, an oil chamber 252 and an upper end oil chamber 253 are formed. In the inhibitor valve 240, when the first spool 241 is set upward in the figure, the lower end oil chamber 248 communicates with the governor pressure oil passage 111 via the sleeve-shaped land oil hole 254A, and the intermediate oil chamber 249 communicates with the line pressure. The intermediate oil chamber 250 communicates the oil passage 104 and the second oil passage 202, and the intermediate oil chamber 250 communicates the first oil passage 201 and the oil drain port 266. When the first spool 241 is set downward in the figure, the lower end oil chamber 248 communicates with the oil drain port 254 via the curve 254A of the sleeve-shaped land, the intermediate oil chamber 249 communicates with the second oil passage 202 and the oil drain port 255, and the intermediate oil chamber 250 communicates with the line pressure oil passage 104 and the first It connects oil road 201. In addition, the oil chamber 251 is always connected to the governor pressure oil passage 1.
11, oil chamber No. 252 is always in communication with the fourth oil passage 204, and the upper end oil chamber 253 is in communication with the normally open oil passage 206.

The switching valve 230 has a spool 231 with a spring 232 installed in front and three lands in the lower part of the figure, and includes, from the lower part in the figure, a lower end oil chamber 233, a first intermediate oil chamber 234, and a second width oil chamber 235. , an upper end oil chamber 236 is formed. In the switching valve 230, when a high level solenoid pressure is applied to the upper end oil chamber 23G to which the first solenoid pressure oil passage 205 is connected, the spool 231 moves downward in the drawing, Line pressure oil passage 104 and third oil passage 2
03, line pressure is supplied to the hydraulic servo C-4 of the clamp C4, and the fourth
The oil passage 204 and the oil drain port 237 equipped with the orifice 239 are communicated, and the oil chamber 252 of the inhibitor valve is depressurized, and when the solenoid pressure applied to the upper end oil chamber 236 changes to a low level, the spring 232 closes the spool. 231
moves upward in the figure, the line pressure oil passage 104 and the fourth oil passage 204 are connected via the first intermediate oil chamber 234, line pressure is supplied to the oil chamber 252 of the inhibitor valve, and the second width oil The third oil passage 203 and the oil drain port 238 are communicated with each other via the chamber 235, and the pressure of the hydraulic servo C-4 is exhausted.

The downshift 1 to the timing valve 260 have a spring 262 installed in front in the lower part of the figure, a spool 261 provided with two lands, and a lower end oil chamber 263, an intermediate oil chamber 264, and an upper end oil chamber 265 are formed from the lower part in the figure. has been done. In the downshift timing valve 260, the lower end oil chamber 263 is always in communication with the deceleration oil passage 202, the upper end oil chamber 265 is always in communication with the line pressure oil passage 104, and the intermediate oil chamber 264 is always in communication with the drain oil passage 207 d3. The orifice 267 is connected to the stepped oil drain port 26G for slowly discharging pressure, and when the spool 261 is set upward in the drawing, the oil is discharged F' quickly.
It also communicates with the oil drain port 268 for E-J. Note that the spool 261 is set upward in the figure in the upper end oil chamber 265.
This is when the line pressure applied to the brake is less than a set value (that is, the throttle opening is small) and is weaker than the spring load of the spring 262, or when the engagement pressure of the multi-disc brake B4 is introduced into the lower end oil chamber 263.

Operate the manual shift in the driver's seat to shift to 12 or 4.
Or, when the L4 range is set, the electronic control device (to be described later) operates the 1.2 solenoid valve 210.22 as shown in Table 2.
0 is ON/OFF controlled, and the transfer control device 20
0 to each hydraulic servo B-4, C3, and C-4, each frictional engagement element works, and the transfer 40 shifts to each gear change state @(112 or 1" 4 or [
-4).

Also, as described above, due to the hydraulic circuit configuration, the first solenoid valve 2
When the second solenoid valve 220 is turned ON or OFF, 1 to 12 is set to 12.

The operation of solenoid valves 210 and 220 is as shown in Table 3. ON means energized, OI''F means not energized.

Furthermore, A is a manual shift of the transfer 40, and B is a gear change state of the transfer 40.

Table 3 Each setting range of manual shift 1 to 1 Heransfufu 7 (
Explain the pull operation.

(A) Manual shift is in 112 range, transfer is in l
-12 (2-wheel drive direct connection state) 1st solenoid valve 21
0-→ON, second solenoid valve 220→OFF, so the line pressure is transferred from the oil passage 104 to the A relief 34.
0 to the oil passage 205, but is trained by the first solenoid valve 210 which is energized, and is led to the upper end oil chamber 236.
Therefore, in the switching valve 230, the spool 231 is set upward in the drawing by the spring 232, and the line pressure is applied to the oil chamber 252 through the oil passage 104, the oil chamber 234, and the fourth oil passage 204, and the 2 spool 242
And the first spool 241 is set at the lower side in the figure. Therefore, the line pressure is introduced to the hydraulic servo C-3 of the clutch C3 via the oil passage 104, the oil chamber 250, the first oil passage 201, and the check valve 310. In addition, hydraulic servo (, -
4 and B-4 oil pressures are supplied through oil drain ports 238 and 2, respectively.
55 to 1 helane. Transfer 4
0 becomes H2 (two-wheel drive directly connected state).

(B) Manual shift is in H4 range, transfer f is H4
(4-wheel drive direct connection state), the first solenoid valve 210 → OFF and the second solenoid valve 220 → OFF, so the line pressure is transferred from the oil passage 104 to the orifice 34.
0 to the oil passage 205, but the first solenoid valve 2
10 is non-oil 7M '-c d, so the upper end oil 923G
The spool 231 of the switching valve 230 is set at the lower side in the figure. Therefore, the line pressure is
Intermediate oil chamber 235, third oil passage 203, and check valve 33
0 to the hydraulic pressure of clutch C4 - Knurl C-4. -10,000 line pressure is from oil passage 104 to orifice 350
The oil is also guided to the oil passage 206 through the second solenoid valve 2.
20 is de-energized, the output is output to the upper end oil chamber 253, and the inhibitor valve 240 is activated by the third, second, first spools 243.
242.241 is set at the top in the figure. Therefore, line pressure is introduced into the clutch hydraulic pressure 4/novo C-3.

In addition, the hydraulic pressure of hydraulic servo B-4 is drained from the oil drain port 255. Therefore, 1 to 40 are H4 (
4-wheel drive is directly connected).

(C) When the manual shift is in the 14 range, at medium speed or above the set value, and in H4 (4-wheel drive direct connection state), the first solenoid valve 21
0 → OF
0 to the oil passage 205, but the first oil valve 2
10 is not energized, the upper end oil chamber 236 is inputted, and the switching valve 230 is set so that the spool 231 is positioned at the lower side in the figure. Therefore, the line pressure is the oil of clutch C4 (+ servo C
-4 will be introduced. On the other hand, the back-in pressure is extended from the oil passage 104 through the orifice 350 to the oil passage 206, but is drained by the energized solenoid valve 220, and no human input is required to enter the upper end oil chamber 253 of the inhibitor valve 240. Also, no line pressure is input to the oil chamber 252. Here, since the governor pressure is input to the oil chamber 251, the second and third spools 242 and 243 move downward in the figure, and since the governor pressure is above the set value, they overcome the spring load of the spring 244 and move to the second and third spools 242 and 243. 1 spool 241 is set at the bottom in the figure. Therefore, the line pressure is the hydraulic pressure of the clutch C3.
will be introduced in Also, the oil pressure of hydraulic servo B-4 is at oil drain port 2.
Trained from 55. Transfer 40
becomes l-14 (4-wheel drive directly connected state).

(D) Manual shift] ~ is in the L4 range, and the vehicle speed is set to
At "4 (four-wheel drive deceleration state), the first solenoid valve 210 → OFF and the second solenoid valve 220 → ON", the line pressure is from the oil passage 104 to the orifice 3.
40 and is guided to the oil passage 205, but since the first solenoid valve 210 is not energized, the upper end oil chamber 236 is manually operated.
In the switching mode 230, the spool 231 is set at the lower position in the drawing. Therefore, the line pressure is the hydraulic servo C of clutch C4.
-4 will be introduced. On the other hand, the line pressure is also guided from the oil passage 104 through the orifice 350 to the oil passage 206 (b). Also, do not input line pressure.Here, oil chamber 25
Since the governor pressure has already been input to 1, the 2nd and 3rd spools 2
42 and 243 move to one side (as shown in the figure), and since the governor pressure is below the set value, the first spool 241 is set to the upper side (as shown in the figure) due to the spring load of the spring 244, and is moved to the lower end via the sleeve 254A. Governor pressure is input to the oil chamber 248. Therefore, the line pressure is
49, through the second oil passage 202 and the check valve 320 -
It is introduced into the hydraulic servo B-4 of the C multi-disc brake B4.

In addition, the oil pressure of the hydraulic servo C-3 is directly connected to the oil passage 201,
The oil is drained from IJI oil date 6.268 through the intermediate oil seedling 250, the oil drain passage 207, and the oil chamber 264 between the downshift timing valves 260. Therefore, the transfer F40 becomes L4 (four-wheel drive deceleration state).

Also, the first spool 241 of the inhibitor valve 240 is connected to the oil chamber 2.
51 and the lower end oil chamber 248, the areas of the upper and lower end surfaces facing the oil chamber 251 and the lower end oil chamber 248 are the same, so when the governor pressure is introduced into both the oil chamber 251 and the lower end oil chamber 248 by moving upward in the figure, the governor pressure (°
Even if the vehicle speed (vehicle speed) increases, the oil chamber 25 does not move downward as shown in the figure, and the manual shift 1- is set to the H2 range or H4 range.
2 or the upper end oil chamber 253, the upper blade shown in the figure remains set due to the spring load of the spring 244. Therefore, the manual shift is set to L4 range, and once the vehicle speed (governor pressure) falls below the predetermined value (1
When it becomes 4, L4 is maintained even if the vehicle speed (governor pressure) increases.

When the manual sea throttle is in the 1-12 or 1-14 range, the vehicle speed is low, and the throttle opening is large (1:00 when a large drive horn is required): Sae 11 solenoid valve 210 → OFF 2nd solenoid valve 220 → ON Therefore, the line pressure is from the oil passage 104 to the A relief 34.
0 to the oil passage 205, but the first solenoid valve 2
Since 10 is not energized, it is panned to the upper end oil chamber 236,
The spool 231 of the switching valve 230 is set at the lower side in the drawing. Therefore, the line pressure is the hydraulic pressure of clutch C4.
~4 will be introduced. On the other hand, the line pressure is guided from the oil passage 104 through the A refit 350 to the oil passage 20G, but is retrained to the energized solenoid valve 220 and is not input to the upper end oil chamber 253 of the inhibitor valve 240. Also, line pressure is not input to the oil chamber 252. Here oil chamber 25
Since the governor pressure is input to 1, the 2nd and 3rd spool 2
42 and 243 move upward in the figure, and since the governor pressure is below the set value, the first spool 241 is set upward in the figure by the spring load of the spring 244, and the lower end oil chamber 248 is moved through the sleeve actuator 254A. Governor pressure is input. Therefore, the line pressure is the oil passage 104, the oil chamber 249,
The oil is introduced into the hydraulic servo B-4 of the five-root brake B4 via the second oil passage 202 and the check valve 320. In addition, the oil pressure of the hydraulic servo C-3 is controlled by the direct connection oil passage 201, the second intermediate oil chamber 250, the drain oil passage 207, and the downshift timing valve 26.
The oil is drained from the oil drain ports 266 and 268 through the middle oil chamber 264 at 0.0. Therefore, the transfer 40 is 1.
,．． 4 (four-wheel drive deceleration state).

? [t'f control system] This will be explained based on the block diagram shown in FIG.

The electronic ill control equipment 500 includes a vehicle speed sensor 501 that detects the vehicle speed, a throttle opening center 502 that detects the throttle L1 opening, and a shifter that sets the gear position by detecting the 1 to 1 torque ratio of the automatic transmission 10. Shift 1-switch 503 that detects the shift position of the l-lever, transf.
input ports 1 to 611 for inputting output signals from shift 1 to switch 504 of 40, and the solenoid valve 210.22.
Output port 12 to output to 0, central sieve processing unit CP
U. Shift diagram of the four-wheel drive transmission mechanism preset in the memory circuit (Figure 6 shows the case where the automatic transmission Ia 10 is set in the 2nd range, and Figure 6 shows the case where the automatic transmission 10 is set in the L range. Read-only memory R that stores (shown in Figure 7)
, OM, and random access mailing RAM.

The shift diagram in the case of two ranges shown in FIG. 6 is set on the lower vehicle speed side than the shift line for shifting between the 1331i and 2nd speeds of the main transmission. Further, although not shown in FIG. 7, the shift diagram for the I-range is set on the higher vehicle speed side than the shift diagram for the 2-range.

Here, the shift diagram shown in Figure 6.7 is H2, H4←L4
Hysteresis is provided to prevent frequent gear changes.

FIG. 8 shows an operation flowchart of the electronic control device 500.

Turn the starter key ON and turn E [engine pressure activated 1!
: (701) Next, a vehicle speed signal is sent from the vehicle speed sensor 501, a throttle opening signal is sent from the throttle opening l\hin sensor 502, an automatic transmission shift range signal is sent from the shift switch 503 of the automatic transmission 10, and a 6 is sent from the shift switch 504 of the transfer 40. Please input the transfer range signal (702), manual shift of l-transfer 40 is L4.
Check whether the range is set or not (703).
When in the L4 range, the first solenoid valve 210 → OFF and second solenoid valve 220-) are turned ON, and the transfer 40 is shifted to L4 (70°4
>, then returns to (702). 705) When the shift lever of the automatic transmission 10 is set to the 2nd range or not, the 2nd range shift diagram shown in Figure 6 is read from the ROM. Reading (706), it is necessary to judge whether it is in the @4→L4 shifting range.
707) When the gear shift range is 1-14→L4, it is determined that the vehicle speed is low and the sloramir level is large (when a 4T driving force is required), and the process proceeds to (704), where H4→
When it is not in the L4 shifting range, that is, the vehicle speed is high and the speed is slow.
708), 1-
When in the 14 range, the first solenoid valve t, -0FF, the second solenoid valve → O
709), and then returns to (702). ) (When the 4th range is not selected, the first solenoid valve 210-+ is turned ON, the second solenoid valve 220 is set to O[F, and the i to transfer gears 40 are shifted to 1" and 2 (7H).
1), then return to (702). (705), 1
-3 and the shift lever of the automatic transmission 10 is not set to the 2 range, it is necessary to determine whether the shift 1 lever of the automatic transmission 10 is set to the L range.711)
, there is no range C, then proceed to (708), and when in the L range, read the L range shift diagram (Fig. 7) from the ROM, and then proceed to (707). FIG. 9 shows a V-belt continuously variable transmission used as the main transmission of the electronically controlled automatic transmission of the present invention. 800 is] - engine, 802 is Ki I
7 Preta, 820 is a stage (J) transmission 1 FIJ device between the cone thin 800 and the drive side Φ axis, and a fluid coupling 82 connected to the output shaft 801 of the cone thin
1. A reduction gear mechanism 823 connected to a differential gear 822, a continuously variable gear mechanism 823 consisting of a V-belt type continuously variable transmission 830, and an Ml star gear transmission 840 for forward/reverse switching. .

The full-i ~ cup link 821 is the pump impeller 82
iA, and out) on the j-axis 821D)! This is a well-known structure consisting of a connected turbine launch 821B. In addition,
Fluid torque converters or mechanical clutches may be used instead of fluid couplings.

■ Pell 1 ~ Type Continuously Variable Transmission 1 Iku 830 is
Fluid coupling output shaft 82 with 30 human power shafts
A fixed flange 831A is connected to the fixed flange 831A, and a V-shaped space is formed opposite to the fixed flange 831A.
An input pulley 831 consisting of a hydraulic servo 831C that drives the movable 7-lunge 831B and the pi-moveable flange 831B, and a fixed input pulley 831 that is connected to the intermediate shaft 826 that is the output shaft of the continuously variable transmission 830. flange 832A, a movable 7 flange 832B provided to face the fixed flange 832A and form a V-shaped space, and the movable 7
An output pulley 832 consisting of a hydraulic servo 832C that drives a lunge 832B, and these input pulleys 831 and
; and output side pulley 832.■ Bell 1-
This is a well-known system consisting of 833.

The planetary tooth intermediate transmission 840 for forward/reverse switching has a non-gear 841 connected to an intermediate shaft 82G, which is the output shaft of the continuously variable transmission 830, and is engaged with a transmission base 900 via a multi-disc brake 842. A double planetary gear 844 is rotatably meshed with the ring gear 843, sun gear 841, and the ring gear 843.
A planetary carrier 846 which is connected to the intermediate @82G via 45 and further connected to a second intermediate shaft 847 which is the output shaft of the planetary gear transmission 840, a hydraulic servo 848 which operates the multi-disc brake 842, and a multi-disc clutch 845.
It is composed of a hydraulic servo 849 that operates the. In this planetary gear change Jlfi 840 for forward/reverse switching, when the multi-disc clutch 845 is engaged and the multi-disc brake 842 is released, the forward gear with a 3 reduction ratio of 1 is shifted to 1q, and the multi-disc clutch 845 is released. When the multi-disc brake 842 is engaged, the reverse gear with a reduction ratio of 1.02 roars. This reduction ratio of 1.02 during reverse movement is smaller than the reduction ratio during reverse movement of a normal automatic 1. For example, 2.4),
Since the reduction gear mechanism 823 described later performs the reduction, an appropriate reduction ratio can be obtained as a whole.

The reduction gear mechanism 823 is ■Pell 1~ type continuously variable transmission is 830
This is to compensate for the fact that the shift range achieved by a conventional vehicle transmission is lower than that achieved by a normal vehicle transmission.
The torque is increased by changing speed with a reduction ratio of 1.45 between the input and output shafts.

902 is a rotational speed sensor that detects the rotational speed of the input pulley 831; 1903 is a vehicle speed sensor; and 904 is a throttle opening range that detects the throttle opening of the carburetor 801. Zara 950 is an auxiliary transmission, which is the third hollow output II of the reduction gear mechanism 823! A ring gear 951 connected to Ill 823A, a planetary pinion 952 meshed with the sun gear 951, and the planetary pinion 952
Engaged ring gear 953, planetary binion 9
52 rotatably supporting the carrier 954 and the clutch 9
55, a high speed/low speed switching mechanism 960 consisting of a brake 957 that fixes the ring gear 953 to the case 95G;
The first switch is connected to the carrier 954 of the switching mechanism
A two-wheel/four-wheel switching mechanism 9 consisting of an output shaft 958 and a second output shaft 961 that is connected to a carrier 954 when a clutch 959 is engaged.
It consists of 70.

This embodiment is similarly controlled by the control devices shown in FIGS. 5, 6, 7, and 8.

However, the shift 1 switch 5 detects the shift position of a shift lever (not shown) that sets the torque ratio of the continuously variable transmission 830.

In the above embodiments, the torque ratio of the main transmission is detected from the shift position of the shift lever of the main transmission, but in addition, a) the torque or rotation speed of the input shaft and output shaft of the main transmission is detected.

Detects the hydraulic pressure of the hydraulic servo that determines the gear position of the main transmission.

c) If the main transmission is controlled by an electronic control device, detect the shift signal of the control device.

It can also be controlled in the same way.

[Brief explanation of drawings]

FIG. 1 is a skeletal diagram of a transfer related to the speed change control device of an electronically controlled automatic transmission of the present invention and a known automatic variable continuous shooting;
FIG. 2 is a sectional view thereof, FIG. 3 is a schematic diagram showing the power transmission system of a vehicle, and FIG. 4 is an electronically controlled automatic transmission of the present invention when applied to an automatic transmission with three forward speeds and one reverse speed. FIG. 5 is a block diagram of the shift control device for the electronically controlled automatic transmission of the present invention, and FIG. Shift L of electronically controlled automatic transmission (j Shift diagram for Ill device,
FIG. 7 is a shift diagram of the speed change control device of the electronically controlled automatic transmission of the present invention, FIG. 8 is an operation flowchart of the electronic control device of the electronically controlled automatic transmission of the present invention, and FIG.
The figure is a skeletal diagram of a V-belt type continuously variable transmission used as a main transmission of a shift control device for an electronically controlled automatic transmission according to the present invention.

Claims (1)

[Scope of Claims] 1) A main transmission, a sub-transmission capable of switching between high speed and low speed, and an electronic control device for inputting vehicle running conditions such as vehicle speed and throttle opening; In an electronically controlled automatic transmission equipped with a shift control device that changes gears, the electronic control device controls shifting of the sub-transmission based on a shift diagram that is preset according to vehicle speed and throttle opening. Features an electronically controlled automatic transmission. 2) The main transmission is a multi-stage transmission with three or more forward speeds, and the electronic control device is configured to control the main transmission when the main transmission is set to the first speed, or when the main transmission is set to the first speed or the second speed. 3. The electronically controlled automatic transmission according to claim 1, wherein the electronically controlled automatic transmission changes gears based on the shift diagram only when the vehicle is moving. 3) The main transmission is a continuously variable transmission, and the electronic control unit is characterized in that the electronic control unit performs gear changes based on the shift diagram only when the main transmission is in a high reduction ratio within a shift range. An electronically controlled automatic transmission according to claim 1 or 2.