JPS62137455A - Control device for automatic transmission - Google Patents

Abstract

PURPOSE:To obtain good fuel economy and a specified acceleration performance by controlling a variable gear ratio means so that gear ratios of a starting stage become lower as engine loads increase. CONSTITUTION:By providing a transmission gear mechanism with a variable gear ratio means 105 for changing the gear ratio during a starting stage, this variable gear ratio means 105 is controlled with a control means 114 in which signals from a load detection means 113 are inputted so that the greater engine loads are, the lower the gear ratios of the starting stage become. This makes it possible to obtain a specified acceleration performance while secring good fuel economy at low loads such as when starting on a level road by shifting to a higher speed side, and to enhance acceleration performance at greater loads such as when starting on a steep slope or starting rapidly shifting to lower speed side.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a control device for an automatic transmission, and more particularly, the present invention relates to a control device for an automatic transmission, and more specifically, it is equipped with a gear ratio variable means for varying the gear ratio of a starting gear, and improves fuel efficiency when starting. This invention relates to a device that achieves both acceleration performance and acceleration performance.

(Prior Art) Conventionally, automatic transmissions are equipped with gear ratio variable means for each gear stage; A
If If is low, the gear ratio of each gear is switched to the low speed side by the gear ratio variable means to make the engine speed higher than normal, thereby promoting an increase in the internal combustion engine's; Reduces the amount of unburned components such as carbon and hydrocarbons (
In addition, it is known that the average effective pressure of the engine is lowered to reduce the amount of nitrogen oxides produced and improve emission performance.

(Problems to be Solved by the Invention) By the way, if the gear ratio variable means as described above is used in a frosted automatic transmission or a normal automatic transmission (in some cases, the starting gear A) ratio is (It is set in advance to a value of 1!7 to achieve a specified acceleration performance with good fuel efficiency on a normal flat road, etc.) When starting at a time, etc., shift to gear A at normal start.
The disadvantage was that the desired acceleration performance could not be achieved with the ratio 1q, and the desired acceleration performance could not be achieved.

The present invention has been made in view of the above, and its object is to change the gear ratio of the starting gear in an automatic transmission according to the level of the engine load.
In addition to ensuring good fuel efficiency during normal starting, the desired acceleration performance is increased to 1r1 when starting from a hill or suddenly, thereby achieving both fuel efficiency and IJD it performance depending on the starting situation. be.

(Means for Solving the Problems) In order to achieve the above object, the solving means of the present invention provides the first
As shown in the figure, it is assumed that an automatic transmission is provided with a torque converter 1 and a speed change gear mechanism 2.

Then, a gear ratio variable means 105 for varying the gear ratio of the starting gear of the transmission gear mechanism 2, a load detecting means 113 for detecting the engine load, and a load detecting means 113 for detecting the engine load. Accordingly, a control means 114 is provided for controlling the gear ratio variable means 105 so that the higher the engine load, the lower the gear ratio of the start number.

(Function) With the above configuration, in the present invention, the gear 17 ratio of the start gear according to the gear shift peak 2 is set to the high speed side by 5q by the control means 114 during the normal start 11~ with low engine load. , a predetermined acceleration performance can be obtained while ensuring good fuel efficiency.

In addition, when starting up a hill or suddenly starting on a steep slope where the engine load is high, the gear ratio of the starting gear by the transmission tooth width mechanism 2 is set to the low speed side by the control means 114, so that the high acceleration desired by the driver is achieved. Performance will be demonstrated. As a result, fuel efficiency and JIOi! Both performance and performance will be achieved.

(Example) Hereinafter, an example of the present invention will be described in detail based on the drawings from FIG. 2 onwards.

Figure 2 shows the power transmission unit and its electronic hydraulic control circuit. First, to explain the power transmission unit, 1 is a torque converter, 2 is a planetary gear with 3 forward speeds and 1 reverse speed. The speed change gears 1 and 3 are planetary speed change gear mechanisms for overdrive. A converter output shaft 8 is connected to the converter output shaft 8. A lock-up clutch 9 is disposed between the engine output shaft 4 and the converter output shaft 8 to directly connect the two.

The planetary gear width mechanism 2 includes a front gear mechanism 15 and a rear gear mechanism 16. The front gear mechanism 15 is the above-mentioned overdrive planetary gear mechanism! ? 43, the transmission mechanism input 'l'1l
Sun gears 20 and 21 each having a gear width of 15° and 16° are connected to the l17 via a freon mill clutch 18 and a connecting shaft 19, and a rear clutch 22.
The ring gear 23 of the irr stage gear mechanism 15 is connected to fr. Furthermore, the carrier 2 of the planetary gear 26 of the rear tooth width mechanism 16 is connected to the mechanism case via the second brake 24 between the connecting shafts 20 and 21 of the front and rear sun gears 20 and 21.
7 is low reverse brake 28 and one-way clutch 2
It is provided so that it can be connected to the mechanism case through a parallel circuit with 9. Further, the first gear mechanism 16 has a gear shift 1 output @30, and the gear mechanism output 'l'd130 has a carrier 3 of the planetary gear 31 of the front gear mechanism 15.
2 are connected, and the ring gear 33 of the rear tooth width mechanism 16 is also connected.

On the other hand, the overdrive planetary transmission gear mechanism 3 includes a carrier 3G of a planetary gear 35 connected to the converter output shaft 8, a ring gear 37 connected to the transmission mechanism input shaft 17 of the planetary transmission gear 1 and IR2, Sangi~
The sun gear 38 is provided so that it can be connected to a gear 37 (noted F) via a direct clutch 39, and connectable to the imaginary case (via a Δ-patribe brake 40).

The operating states of the friction elements such as the clutches at each of the 45 forward gears and the 3g and 1 rear gears are shown in the table below.

Next, to explain the electronic hydraulic control circuit, 50
t is an oil pump, 51 is a pressure regulating valve that regulates the pressure of the oil discharged from the oil pump 50, and 52 is a gear shift position rP.
It is a manual valve that is manually operated to J, rRJ, rNJ, rDJ, r2J or "1".

Further, 55 is a 1-2 shift valve, and the 1-2 shift valve 55 has a passage 56 fr, and the engagement side of the actuator 57 for the second brake 24 is connected to the passage 56.
8 are connected to the actuators 59 of the low reverse sprayer 28, and the manual valves 52 rDj, r21 . A passage 60 where line pressure is generated at the rij position is connected to a passage 61 where line pressure is similarly generated only at the [1] position, and a pilot passage 62 communicating with the right end side of the spool 55a is connected to an ON ff3 A 1-2 solenoid 5OL1 that drains the pipe 011 to the passage 62 is connected, and the 1-2
Turn on solenoid 5OL1 [13 has spool 55a]
By positioning the passage 61 in the position shown in the figure and communicating the passage 61 with the passage 58, the low reverse brake 28 is actuated.
15 l, 1-2/L//
At the time of ID SOL'1) OI'-F, the spool 55a is biased to the left in the figure to connect the passage 60 to the passage 56, thereby operating the second brake 24 and rDj, r2.
The second forward speed at the J and r1J positions is set to 19.

Furthermore, 65 is a 2-3 shift valve, and the 2-3 shift valve
The shift valve 65 is connected to the release side of an actuator 67 for the first control clutch 18 and an actuator 57 for the second brake 2/'l through a passage 66, respectively. 52, a passage 68 in which line pressure is generated when in the ``rob, r2'' position, and a passage 6 in which line pressure is similarly generated only in the ``R'' position.
When the pilot passage 70 is connected to the spool 65a and communicates with the right pant part of the spool 65a, the pilot passage 70 is connected to the spool 65a.
A 2-3 solenoid 5QL2 is interposed to drain 0, and when the 2-3 solenoid 5QL2 is ON, the spool 65a is positioned at the position shown in the figure and the passage 66 is communicated with the passage 69. At some point, check Freon 1 to Clutch 18. 69. At the same time, the second brake 24 is engaged and r D l + r 2
In order to secure the second forward speed at the J position, at the rRJ position, the front clutch 18 is tightened and the rear brake 24 is released to achieve the reverse speed at the RJ position. When the 2-3 solenoid 5QL2 is OFF, the spool 65a is pushed to the left in the figure to connect the passage 6G to the passage 68, so that when in the rDJ position, J5 is applied to engage the front clutch 18 and release the second brake 24. Thus, the third forward speed of the rDJ device is obtained.

75 is a 3-4 shift valve, and the 3-4 shift valve 75 is connected via a passage 76 to an actuator 77 for three direct clutches, and a t-patribe brake 40. The release side of the actuator 78 is connected to the pilot passage 80, which is connected to seven oil discharge passages from the oil pump 50, and connected to the right side of the spool 75a. A 3-4 solenoid 5QL3 is provided, and when the 3-4 solenoid 5OL3 is turned on, the spool 75a is biased to the right in the figure to connect the passage 76 to the passage 79, thereby engaging the direct clutch 39. At the same time, the overdrive brake 40 is released and the third forward speed of the rDJ controller is set to 1. At the same time, when the 3-4 solenoid 5OL3 is OFF, the direct clutch 39 is moved by positioning the sub-75a at the position shown in the figure and draining the passage 76. At the same time as the overdrive brake 40 is released, the overdrive brake 40 is engaged to obtain the fourth forward speed at the rDJ position.

Further, 85 is a lock-up valve, and the lock-up valve 85 is connected to the engagement side working chamber 9a of the lock-up clutch 9 via a passage 86, and is connected to the engagement-side working chamber 9a of the lock-up clutch 9 via a passage 87. A passage 88 that constantly supplies pressure to the release side working chamber of the spool 85a is connected to the pilot passage 89 that communicates with the right end of the spool 85a. 5OL4 is provided,
The lock-up solenoid 5OL4 is set to 0FF (By order, the squib 85a is positioned at the position shown in the figure and communicated with the passage 864 and the passage 87, thereby supplying pressure to the engagement-side working chamber 98 to engage the lock-up clutch 9. Note that 91 is a throttle valve that changes the line pressure regulated by the pressure regulating valve 51 according to the intake negative pressure, and 92 is the line pressure at the pressure regulating valve 51 when the manual valve 52 is in the r2J and r1J positions. The throttle back-up valve 93 is a back-up control valve that adjusts and controls when the line pressure is increased by the thrower 1 to the back-up valve 92.

In addition, 94 is the primary and secondary that generates and covers the oil pressure depending on the vehicle speed.
The next one is the vana valve, 95 is the pressure control pallet 151 that changes the line pressure according to the condition (1). 3-2 timing valve, 97 is 1 → 2
1-2 reducing valve that reduces the pressure to the engagement side of the second brake 24 during gear shifting, 98 is the N-R reducing valve that reduces the engagement pressure of the front clutch 18 by 1 when the manual valve 52 changes from rNJ to rRJ. It is a single valve. Furthermore, numerals 99 to 102 are accumulators for accumulating clutch or brake engagement and release pressures, respectively, and numeral 103 is an oil pressure switch for displaying the fourth forward speed, which is activated when the overdrive brake 40 is engaged.

In such an automatic transmission, in the first forward gear, the overdrive free gear tooth width 1 and 3 are in a directly connected state (the three shift gears are engaged and the overdrive play -1 = 40 w?, lll1 state)
(see the table above), this transmission gear mechanism 3 can be placed in the above-mentioned direct connection state and in the enhanced state (direct clutch 3
9 l l1iX OJ: and overdrive brake 40
By switching to the engaged state), the gear ratio variable means 105 is configured to variably change the gear ratio of the first forward speed (that is, the starting gear) to two stages according to the fiction 2 (shift tooth width). .

Next, the gear ratio change 11 control at the first forward speed will be explained based on FIGS. 3 and 4. In Figure 3, 11
0 are the four solenoids SOL 1 to S O shown in Fig. 2 above.
t-4'E: ON -OF Fli'l IXI
The control circuit 110 includes a throttle sensor 111 that detects the throttle valve opening of the engine, and a vehicle speed sensor 11 that detects the vehicle speed.
A load detecting means 113 is configured to detect the engine load by using both sensors 111 and 112 for detecting the opening of the throttle valve and for detecting the vehicle speed.

The control circuit 110 operates based on the flowchart p-[- in FIG. 4 to change and control the gear ratio at the front semi-first speed, and starts and switches the open chain sensor 111 at step S1. and the output signal from the vehicle speed sensor 112, and in step $2, based on these signals, it is determined whether the engine load is high or low, and if the answer is NO at low load, in step S3, the overdrive planetary transmission tooth width mechanism is activated. It is determined that a speed increase state of 3 is required, and the 3-4 solenoid 5QL is activated in step S4.
3 is turned off and the process returns to step $1. As a result, the gear ratio of the first forward speed becomes a value, for example, r2.045J, which allows a predetermined acceleration performance to be achieved with good fuel efficiency on flat roads, etc. in this accelerated state.

On the other hand, in the case of YES at the time of high load in the above step $2, in step S5, the planetary gear shift tooth for overtoning 1! It is determined that the direct state of mechanism 3 is required, and 3- is determined in step S6.
4 solenoid 501-3 is turned on and the process returns to step S1. As a result, the gear ratio of the target first speed is set to a value such as r2.841J, which allows good acceleration performance to be obtained during a sudden start or when starting up a hill on a steep slope due to this direct connection state.

Therefore, according to the control flow shown in FIG. 4 above, the outputs of the Un degree sensor 111 and the vehicle speed sensor 112 are received, and the overdrive planetary transmission gear 3 is controlled according to the engine load, and when the engine load is high, the forward shift gear is controlled. Turn on the 3-4 solenoid 5OL3 so that the 1st gear ratio changes from r2.045 at low load to the low speed side of r2.841J.
! This constitutes a control means 114 that controls the overdrive planetary transmission tooth width mechanism 3 from a speed increasing state to a directly connected state.

Therefore, in the above embodiment, when the load is low, such as during a normal start on a flat road, the overdrive planetary gear width mechanism 3 is controlled by the control means 114 to increase the speed.
The gear ratio i of the first gear is as shown in Fig. 5 < r2.04
Since it is set to 5J, the heavy vehicle will start with a predetermined acceleration performance of 111ir while ensuring good fuel efficiency.

On the other hand, during high loads such as when starting up a hill on a steep slope or when starting suddenly, the overdrive planetary shift south width lj, ! t
IA? 3 is directly connected, and the gear ratio 1 of the first forward speed is changed to r2.841J, which is lower than the gear ratio r2.045J at low load mentioned above, so the heavy vehicle can drive up a steep slope. Regardless of the speed, it has good acceleration performance. The vehicle may start off quickly, or start suddenly in response to the driver's will. Therefore, it is possible to improve the acceleration performance of the C when starting from a hill or suddenly while ensuring the good fuel efficiency of the J5 when starting normally on a flat road, and improving the fuel efficiency and power performance according to the starting situation. It is possible to achieve both. Moreover, it has planetary gear teeth for overdrive! T! Since the gear ratio variable means 105 is constituted by the mechanism 3, there is no need to separately provide a gear ratio variable means, and the cost and size can be reduced accordingly.

In the above embodiment, the gear ratio variable means 105 is configured by the Tl star transmission gear mechanism 3 for overdrive, and the forward first
I decided to change the gear ratio to 2-speed.
A gear ratio variable means is configured by separately providing a speed change gear mechanism,
As a result, the gear ratio of the first forward speed may be changed in multiple stages, and the higher the engine load is, the lower the gear ratio of the first forward speed may be.

In the above embodiment, the starting gear is set to the gear tooth width (imaginary first forward gear), but it is also applicable to other cases where, for example, the second forward gear is controlled as the starting gear.

(Effect of R Light) As explained above, according to the control device for the automatic VJ transmission of the present invention, the gear ratio of the starting gear is switched and changed according to the starting situation, and when starting on a flat road, etc. When the load is low, change to the high speed side for better fuel efficiency! In addition to exhibiting the specified acceleration performance while maintaining i1r, when the load is high such as when starting on a steep slope or when starting suddenly, the acceleration performance is improved by changing to a lower speed side, so the fuel efficiency is adjusted according to the starting situation. It is possible to achieve both performance and zero mouth speed performance.

[Brief explanation of drawings]

FIG. 1 is a block diagram showing the configuration of the present invention. 2 to 5 show embodiments of the present invention, and FIG. 2 shows the power transmission system J3 and the electronic hydraulic control circuit.
The figure is a block diagram showing ON-OF i of the solenoid and the control system, FIG. 4 is a flowchart showing the operation of the control circuit, and FIG. 5 is an explanatory diagram of the operation. DESCRIPTION OF SYMBOLS 1... Torque converter, 2... Planetary speed change tooth width mechanism, 3... Ri star speed change gear mechanism for overdrive, 8.
...Converter output shaft, 17...Transmission mechanism input shaft, 3
o... odd j bug) fictitious output shaft, 39... direct clutch, 40... overdrive brake, 75...
・3-4 shift valve, 105...gear ratio variable means,
'11o... Control circuit, 111... Opening sensor, 1
12... Medium speed sensor, 113... Load detection means, 1
14...Control means, 5OL3...3-4 solenoid. Patent applicant Mazda Motor Corporation, - Agent
Person Patent Attorney Previous 1) Hiroshi - 3rd
Figure 51'J+ Archives Figure 1 Figure 4

Claims (1)

[Claims] (1) In an automatic transmission including a torque converter and a speed change tooth width mechanism, a gear ratio variable means for varying the gear ratio of a starting gear by the speed change gear mechanism, and a load detection means for detecting engine load; receiving the output of the load detection means;
1. A control device for an automatic transmission, comprising: control means for controlling the gear ratio variable means so that the higher the engine load, the lower the gear ratio of the starting gear according to the engine load.