JPS62177346A - Device for controlling automatic transmission - Google Patents

Abstract

PURPOSE:To maintain a good speed changed function by providing a speed change judging means for starting speed change, a timing adjusting means for adjusting a delayed time for shifting, and a reference time adjusting means for adjusting a solenoid delay time when a different speed change is judged while shifting. CONSTITUTION:A controlling device 34 having a microcomputer and a memory carries out arithmetic processing on the signals of various sensors inputted into it and controls solenoids. And, the controlling device 34 has a speed change judging means 34a which retrieves a speed change pattern based on a signal and judges a defined start of speed change, a timing adjusting means 34b for adjusting a delay time from the start of a speed change to its enforcement, and a reference time adjusting means 34c for adjusting a solenoid delay time when a different speed change is judged during a defined time while making speed change. Thereby, even if a different speed change is designated when carrying out a speed change, a speed change timing as has been set can be enforced.

Description

DETAILED DESCRIPTION OF THE INVENTION (a) Field of Industrial Application The present invention relates to a control device for an automatic transmission.

(b) Conventional technology An electronically controlled automatic transmission is such that the speed change of the automatic transmission is controlled by a hydraulic valve that is switched by a solenoid, and the on/off of the solenoid is controlled by a command signal from an electronic control device. , for example, in the Toyota Crown Manual (published by Toyota Motor Corporation Service Department on August 31, 1981). The electronic control unit controls the operation of the solenoid so that a preset shift pattern is achieved based on the vehicle speed signal from the vehicle speed sensor, the throttle opening signal from the throttle opening sensor, etc.

(c) Problems to be Solved by the Invention In the case of a control device that causes an automatic transmission to change gears according to the on/off state of a solenoid, the solenoid during gear shifting must be The switching timing is adjusted.

The delay time from when the start of a shift is determined to when the solenoid actually switches is set depending on the type of shift, throttle opening, vehicle speed, etc. Normally, a predetermined shift timing can be achieved by setting such a delay time. However, if the start of a certain shift is determined and another shift is commanded before the solenoid switching is completed (for example, a 4-2 shift is commanded during a 4-3 shift). case), the delay time for solenoid switching will not be as set, and gear shifting performance will deteriorate. The present invention aims to solve these problems.

(d) Means for Solving the Problems The present invention provides that if a different gear shift is commanded after the start of the gear shift is determined but before the switching of the solenoid is completed, the first gear shift is The above problem is solved by controlling the delay time based on the commanded time. That is, as shown in FIG. 1, the control device of the present invention includes a shift determining means for determining whether to start a predetermined shift based on operating conditions, and a solenoid control device after the shift determining means determines to start a shift. a timing adjusting means for adjusting a delay time until switching on/off; and a shift determining means for adjusting a delay time from switching on/off to the first gear within a predetermined set time after the start of shifting from the first gear to the mth gear is determined. When the start of the shift is determined, the delay time of the solenoid that is switched when shifting to the first gear is adjusted by the timing adjustment means based on the time when the start of the shift from the first gear to the m-th gear is determined. and reference time adjustment means for adjusting the reference time. In addition, above 1, m
and n are different natural numbers.

(e) Operation In the case of a normal shift from a predetermined gear to another gear, the shift determination means determines whether the shift should start.

The switching of the predetermined solenoid is performed after a delay time set by the timing adjustment means after the switching of the predetermined solenoid. This makes it possible to obtain desired shift timing.

When the shift determination means commands another shift before the switching of the solenoid is completed, the delay time by the timing adjustment means is controlled by using the time when the first shift is started as a reference time by the reference time adjustment means. As a result, even if another shift is performed in the middle of a shift, the shift timing as set can be achieved.

(F) Embodiments Hereinafter, embodiments of the present invention will be described with reference to FIGS. 2 to 9 of the accompanying drawings.

FIG. 2 shows a schematic diagram of a power transmission mechanism of an automatic transmission with four forward speeds and one reverse speed with overdrive. This power transmission mechanism consists of a human power shaft (■) to which the rotational force from the engine output shaft E is transmitted via the torque converter T/C, an output shaft (O) which transmits the driving force to the final drive device, a second planetary gear (G1), and a second planetary gear (G1). Gear set G2, first clutch C1, second clutch C2, third clutch C3, first brake B1
, a second brake B2, and a one-way clutch OWC. The first planetary gear set G1 includes a sun gear S1,
The planetary gear set G2 is composed of an internal gear R1 and a carrier Pct that supports a pinion gear P1 that meshes with both gears S1 and R1 at the same time.
It is composed of a carrier PC2 that supports a pinion gear P2 that meshes with the carrier PC2 at the same time. Carrier Pct can be connected to input shaft (2) via clutch C2, and sun gear S1 can be connected to input shaft I via clutch C1. Carrier PC1 can also be connected to internal gear R2 via clutch C3. Sun gear S2 is always connected to the human power shaft ■, and internal gear R1
And the carrier PC2 is always connected to the output shaft 0.

Brake B1 can fix carrier PCI, and brake B2 can fix sun gear S1. The one-way clutch OWC has a structure that allows forward rotation (rotation in the same direction as the engine output @E) of carrier PC1, but does not allow reverse rotation (rotation in the opposite direction to the forward rotation) (i.e., a structure that acts as a brake only during reverse rotation). It's Toshide.

The above power transmission mechanism operates the planetary gear set 0 by operating clutches C1, C2, and C3, brake B1 (one-way clutch 0WC), and B2 in various combinations.
Each element of 1 and G2 (si, B2, R1, R2, pci
, and PC2), thereby making it possible to variously change the rotational speed of the output shaft O relative to the rotational speed of the human-powered shaft. Clutches C1, C2 and C3
, and brakes B1 and B2 in combination as shown in the table below, four forward speeds and one reverse speed can be obtained.

(Left below) In addition, in the above table, the mark 0 indicates the operating clutch and brake, and α1 and α2 are internal gear R1, respectively.
The gear ratio is the ratio of the number of teeth of the sun gear 31 and B2 to the tMI number of R2, and the gear ratio is the ratio of the number of rotations of the input shaft I to the number of rotations of the output shaft O. Also, under B1 (OW
The symbol C) indicates that the first speed can be obtained by the one-way clutch OWC even when the brake B1 is not activated. However, in the first speed in this case, it is not possible to drive from the output shaft O side (that is, the engine brake is not effective).

Note that the brake B2 is constituted by a band brake, and its operation is controlled by a hydraulic servo device. The hydraulic servo system consists of a servo apply chamber S/A that applies hydraulic pressure in the direction of brake engagement, and a servo release chamber S/R that applies hydraulic pressure in the direction of brake release (the pressure receiving area of the servo release chamber S/R is (larger than the pressure receiving area of the chamber S/A).

Therefore, when hydraulic pressure is supplied to the servo apply chamber S/A, brake B2 is engaged, but the servo release chamber S/R
If hydraulic pressure is also supplied to the brake B2, the brake B2 is released.

FIG. 3 shows a hydraulic control device that controls the supply of hydraulic pressure to the friction elements. Note that FIG. 3 shows only the basic parts of the hydraulic circuit, and the illustration of parts other than the forward gear stage related to the present invention is omitted. That is,
Clutch C1 operates only when reversing, and brake B1 also operates only when reversing and in I range, so it is not shown because it has nothing to do with the automatic shift in D range. Regarding the overall configuration of the hydraulic circuit which is not directly related to the present invention, for example, the patent application filed in 1983 by the present applicant,
It is similar to that described in No. 0-222436.

Line pressure discharged by the oil pump 10 and regulated by a regulator valve (not shown) is supplied to the oil passage 14 via the manual valve 12 in the case of the forward range. The supply of the oil pressure in the oil passage 14 to the oil passage 18 is controlled by the 1-2 shift valve 16, and the supply of the oil pressure in the oil passage 18 to the oil passage 22 is controlled by the 2-3 shift valve 20. Further, the supply of the oil pressure of the oil passage 14 to the oil passage 26 is controlled by a 3-4 shift valve 24 . Oil passage 22 is connected to clutch C2, oil passage 18 is connected to servo apply chamber S/A, and oil passage 26 is connected to clutch C3.
is connected to.

Further, the oil passage 26 can communicate with an oil passage 27 connected to the servo release chamber S/R via a servo release timing valve 29. Servo release timing valve 29
When oil pressure acts on oil passage 22, oil passage 26 and oil passage 27
It is configured to communicate with the ! -2 shift valve 16.2-3 shift valve 20 and 3-4 shift valve 24 are configured to be switched by 1-2 solenoid 2B, 2-3 solenoid 30.3-4 solenoid 32, respectively, and each solenoid The valve is configured to allow the oil passage to communicate when the solenoid is off, and to shut off the oil passage when the solenoid is turned on.

1-2 Solenoid 28. 2-3 Solenoid 30 and 3-
The operation of the four solenoid 32 is controlled by a signal from a control device 34 as shown in FIG. The control device 34 receives signals from a vehicle speed sensor 36, a throttle opening sensor 38, a select position switch 40, an idle switch (not shown), an engine oil temperature sensor, a pattern selection switch, etc., and based on these signals, the control device 34 is 1-2 solenoid 28.2-3 solenoid 3
07ij and 3-4 solenoids 32 are turned on and off.

The control device 34 includes a microcomputer (MPU), storage devices (RAM and ROM), and the like.

1-2 Solenoid 28. 2-3 Solenoid 30 and 3-
The four solenoids 32 operate in a combination as shown in FIG. As a result, hydraulic pressure is supplied to each of the predetermined friction elements according to the combinations shown in the table, and the first speed, second speed, third speed, and fourth speed are achieved.

The control device 34 includes a shift determining means 34a, a timing adjusting means 34b, and a reference time adjusting means 34c. The shift determining means 34a searches for a shift pattern previously stored in a storage device based on the vehicle speed signal and throttle opening signal, and can determine that a predetermined shift is required. The timing adjustment means 34b controls the delay time from when the shift determination means 34a determines the need for a shift until actually outputting an activation signal to the solenoids 28, 30 and 32. 1-
2 Delay time 1o and t, , 2- for solenoid 28
3 solenoid 30, delay time t2, 3-4 solenoid 32, delay time t3. The set time t4 for determining the completion of the shift is retrieved from a table stored in advance in the storage device according to the type of shift, throttle opening, vehicle speed, etc. Delay time t. , tr, t2&
and t3 are manually applied to the table so that the desired shift timing can be obtained in advance. The reference time adjustment means 34c determines the reference time for the delay times to, tl, t2, and t3 set by the timing adjustment means 34b when another speed change is commanded during the shift (that is, after the t4 period has elapsed). It has a function that determines the first gear shift.

This will be explained later.

Next, the control performed by the control device 34 will be explained based on a flowchart. First, the determination of the shift point is 7!17
It is done as shown in the figure. In addition, in the following explanation, G
. G1 indicates the gear position before shifting, and G1 indicates the gear position after shifting.

First, it is determined whether or not an upshift has been commanded, and if an upshift is required, 1 is added to G to create a new G. If upshifting is not necessary, proceed directly to the next step. Next, it is determined whether a downshift has been commanded, and if a downshift has been commanded, 1 is subtracted from G1 and the result is newly set to 01. If no downshift is commanded, G1 is held as is.

Next, the start of the shift is determined as shown in FIG.

First, it is determined whether Go=G, that is, whether the gear is not being changed (step 102). If the gear is not being shifted, the shift point is determined (step 104). Then,
It is determined whether G has changed, that is, whether a gear shift should be performed (step 106). If gear shifting is not necessary, the process ends; if gear shifting is necessary, the timer is reset (see 108), and then the delay times to, t+ are determined.
, t2. Set t-3 and t4.

This delay time is manually entered as a table in the storage device as described above. As a result, the timer is reset at the same time as the shift starts, and the delay time to, t, t2. t
3 and t4 will start counting. Step 1
If the gear is being shifted at 02, the shift point is determined (112
), then it is determined whether G1 has changed, that is, whether the gear shift is continuing (step 114). If G1 does not change, another shift is not commanded, so the process ends. Also, when G changes, the delay times to, t1, t2, t are added without resetting the timer.
3 and t4 (116). As a result, if another speed change is commanded during a speed change, the timer is not reset, and the time from the first time measurement start time to the newly set delay time is measured.

The delay time from when a shift is commanded until the solenoid is activated is controlled as shown in FIG.

First, it is determined whether Go and G are not equal, that is, whether or not the gear is being changed (202). If the gear is not being changed, return immediately. If the gear is being shifted, 1 is added to the timer (204), and it is determined whether the timer has reached 70 or more (206). Timer? If it is smaller, the process directly proceeds to step 210, and if the timer is greater than or equal to to, the 1-2 solenoid is turned on (step 208) and the process proceeds to step 210. Next, in step 210, it is determined whether the timer has reached t0 or more, and if it is smaller than t, the process continues in step 2.
If the value is larger than tl, the 1-2 solenoid is changed (step 212), and the process proceeds to step 214. In step 214, it is determined whether the timer is greater than t2, and if it is smaller than t2, the process directly proceeds to step 218; if it is greater than t2, the 2-3 solenoid is changed (step 216), and the process proceeds to step 218. .

In step 218, it is determined whether or not the timer has reached t3 or more, and if it is smaller than t3, it continues to step 218.
If the time is t3 or more, the 3-4 solenoid is changed (step 220), and the process proceeds to step 222. In step 222, it is determined whether the timer is greater than or equal to t4, and if it is less than t4, the process returns, and if it is greater than or equal to t4, G,=G, (224), and the process returns. Setting G0=G indicates that the shift has been completed. The control shown in FIG. 9 provides a delay time t from when a shift is determined until the operating state of the solenoid is switched. , 1. ．． 12. and t3. The reason why the delay time until the solenoid is turned on is set only for the 1-2 solenoid 28 is to adjust the timing when the select lever is switched from the neutral range to the travel range. In the case of normal gear shifting, the 1-2 solenoid 28 operates 1. The 2-3 solenoid will switch after t2 hours, and the 3-4 solenoid will switch after t3 hours. However, as shown in FIG. 8, if another shift is determined during the shift, step 114
Step from! The process proceeds to step 16, and the timer is not reset and the delay time is newly set, so the timer continues counting from the time when the first gear change was determined. For example, if it is determined that the 4-3 shift has started, the timer will immediately start counting, and if t3 hours have passed, the 4-3 shift will start.
The four-lenoid 32 can be switched from on to off. However, if it is determined that the 4-2 shift is necessary before time t3 has elapsed, the 1-2 solenoid 30 will not switch from the OFF state to the ON state after t2 hours from the time when it is determined that the 4-3 shift is required. . Further, in this case, the 3-4 solenoid 32 is also switched from on to off after time t3.

As a result, the same shift timing as when the 4-2 shift is commanded from the beginning is realized.

In other words, the optimal shift timing is achieved as set.

The same applies to other gear changes.

(G) As described in detail, according to the present invention, if another shift is determined after the start of a shift is determined but before the completion of the shift,
Since the delay time for switching the solenoid is measured from the time when the first shift is determined, even if a different shift is specified during a shift, the shift timing can be achieved as set.

[Brief explanation of drawings]

Fig. 1 is a diagram showing the relationship between the constituent elements of the present invention, Fig. 2 is a skeleton diagram of the automatic transmission, Fig. 3 is a diagram showing the hydraulic circuit, and Fig. 4 is a diagram showing the relationship between the components of the present invention.
Figure 5 shows the control device, Figure 5 shows the relationship between the combination of solenoid operations and gears, Figure 6 shows the delay time, and Figure 7 shows the control flow for determining the shift point. , 8th
9 is a diagram showing a control flow for determining shift start, and FIG. 9 is a diagram showing a control flow for determining shift timing. 28...1-2 solenoid, 30...2-3 solenoid, 32...3-4 solenoid.

Claims (1)

[Scope of Claims] In a control device for an automatic transmission in which a gear position is determined according to a combination of on/off states of a plurality of solenoids, there is provided a shift determination means for determining whether to start a predetermined shift based on operating conditions. and a timing adjustment means for adjusting the delay time from when the shift determining means determines the start of shifting to when the solenoid is switched on and off, and after determining the start of shifting from 1st speed to mth speed. When the shift determining means determines the start of shifting to the n-th speed within a predetermined set time, the delay time of the solenoid that is switched when shifting to the n-th speed is changed from the l-th gear to the m-th gear. 1. A control device for an automatic transmission, comprising: reference time adjustment means for adjusting the timing adjustment means based on the time at which the start of the automatic transmission is determined.