JPS62292537A - Automatic transmission for automobile - Google Patents

Abstract

PURPOSE:To improve the comfortability by providing means for detecting the variation of engine output and forbidding the shift-up until a predetermined forbidding time elapses after variation of output thereby forbidding the unnecessary speed change operation. CONSTITUTION:A controller 800 receives a signal from a stroke sensor 804 for detecting the stepping operation of an accelerator pedal and decides whether the stepping operation is performed frequently. If it is performed frequently, a predetermined long time is set in a timer. When the stepping quantity of the accelerator pedal is varied by the stepping operation of a driver and a target speed change stage higher than the current stage is commanded, said command is reserved for a predetermined time corresponding to the operational frequency thus forbidding the shift-up. Consequently, the speed change caused by the erroneous operation of the driver during travel on a coarse road is blocked thereby the frequency of unnecessary speed change is lowered resulting in the improvement of comfortability.

Description

[Detailed description of the invention] 3. Detailed description of the invention (industrial application field) This invention is an automatic transmission of an automatic Ilj. This is an automatic transmission system that prohibits frequent gear shifting operations and prevents heat generation in the clutch, etc. caused by frequent gear shifting operations.

(Conventional technology) For example, 1 is a conventional automatic + 1 automatic transmission.

Automatic 111 [Gakuzen--Volume 9 "Power Transmission Device J (l
An electrically controlled type is known, which is described on pages 238 to 251 of ``Kiwa 55, November 2011, published by Sankaido''. This automatic automatic transmission has a torque converter/heater and a clutch between the components. l! P, R, N, D4, D3 . . . P, R, N, D4, D3 . The 2nd class shift position is set.

As is well known, in this type of automatic transmission, when the shift lever is moved to a forward automatic transmission position such as D4 or D3, the speed is determined by the valve opening of the throttle valve (the amount of depression of the accelerator pedal) and the vehicle speed. The clutch in the transmission is automatically connected and disconnected to shift gears. This shift point is D3 and D
1ii, '(E) The automatic shift position is set to a shift characteristic (shift schedule) according to the performance of the engine installed in the automobile and the specifications of the heavy object, etc.
Each automatic +p is designed to provide an appropriate gear ratio depending on the driving condition.

(Problem to be solved by this invention) However,
In such a conventional automatic ii = automatic transmission,
When a car is driving on a rough, rough road and the car body vibrates, the driver may unconsciously press the accelerator pedal due to the vibrations of the car body, and this act of pressing the accelerator pedal causes the gear to shift. was sometimes carried out.

When driving on rough roads, this conduit further impairs the ride comfort due to the shift show caused by shifting, and also causes problems such as the clutch in the automatic transmission becoming more frequently activated and causing the clutch to generate heat. Ta.

The first and second inventions of the present application were made in view of the conventional problem 12X, and are aimed at preventing unnecessary gear shifting caused by the driver's unconscious or uninformed depression of the accelerator pedal. The purpose of the present invention is to provide an automatic transmission for automobiles that is prohibited, and to improve the riding comfort of automobiles equipped with the automatic transmission and to prevent clutch heat generation.

(Means for Solving the Problems) The first invention detects the vehicle speed and the valve opening of the throttle valve, and detects the shift point determined by the 11i-speed and the valve opening of the slot valve according to a predetermined shift schedule. In an automatic transmission for an automobile that changes gears by selectively connecting and disconnecting each element of the transmission gear mechanism, a change in the output of the engine is detected, and a predetermined period of time has elapsed after the change in the output of the engine. The gist is to prohibit upshifting until

Further, the second invention detects the vehicle speed and the valve opening degree of the slot valve, and shifts +lj according to a predetermined shift schedule.
Detects the engine output and accelerator pedal depression frequency in automatic transmissions for automobiles that change gears by selectively connecting and disconnecting each element of the transmission gear mechanism at a shift point determined by the speed and opening degree of the slot valve. At the same time, a prohibition time of 11 hours is set based on the frequency of operation of the accelerator pedal, and upshifting is prohibited until 1 time has elapsed after the change in the output of the engine. .

(For Ze 1) According to the automatic transmission for a vehicle according to the first invention, even if the engine output changes, for example, even if the driver changes the engine output, that is, the valve opening of the slot valve, the specified prohibition is maintained. I [Upshifts will not be made until one hour has elapsed. Therefore, downshifts will be performed promptly and interlocking performance during automatic mode such as acceleration will not deteriorate.1. Even if the driver unconsciously presses the accelerator pedal IMl'l instantaneously while driving on a rough road, there is no need to shift up, thereby preventing changes in riding comfort and heat generation of the clutch.

Furthermore, according to the automatic transmission for an automobile according to the second invention, in addition to the automatic transmission for an automobile according to the first invention, the automatic transmission for an automobile according to the first invention has the following characteristics: In order to shorten the extension φ, unnecessary gear shifting in situations where incorrect operation is easily avoided, such as when driving on rough roads, is further eliminated, further improving ride comfort and preventing clutch heat generation. - is interlocking, so I don't have to let it go low.

(Example) Hereinafter, embodiments of the present invention will be described based on the drawings.

Figures 1 to 3 show an embodiment of an automatic transmission for an automobile to which both the first invention and the second invention are applied. Circuit diagram, 3rd
The figure is a flowchart.

First, an overview will be explained based on FIG. 1.

(E) is an engine, and the crankshaft (1) of the engine (E) is a torque converter (T) and a transmission gear mechanism (M).
and left and right drive wheels (
W).

As is well known, the torque converter (T) consists of a pump impeller (2), a turbine launch (4) and a stator (5).
and an engine (E) input to the pump impeller (2).
) is output from the turbine launch (4) to the speed change gear mechanism (M) by the action of fluid. This torque converter (T
) is provided between the pump impeller (2) and the turbine launch (4) with a direct coupling clutch (Cd) that directly couples the turbine launch (4) and the pump impeller (2).

This direct coupling clutch ((:d) is supplied with hydraulic pressure from a hydraulic control circuit, which will be described later, and directly couples the pump impeller (2) and the turbine launch (4).The details of this torque converter (T) and The transmission gear mechanism (
M) and the details of the hydraulic control circuit can be found in the patent application filed by the applicant on June 13, 1985 (title of invention: method for controlling a direct coupling mechanism of a hydraulic power transmission device for a vehicle automatic transmission). Since it is described in detail in the relevant specification, the following explanation will be omitted.

Shift 1JLI+1 (mechanism (M) is a torque converter (
The main shaft (3) connected to the turbine launch (4) of T) and the countershaft (18) connected to the differential gear 71 (Of) are arranged in the t row, and these shirts) (
3).

(16) Five tooth rows corresponding to the number of gears between (G+
).

(G2), (G3), (G4), (Or)
are arranged side by side. ! 6 inch 1st speed gear train (G1)
is connected to the main shaft (
3), and a driven drive IJerlj (17) that meshes with the southeast (17) and can be connected to the countershaft (16) via a one-way clutch (Go).
(+8) is on the right. Similarly, the south-1 (row (G2)) of the second forward series is the drive tooth 11j (1) connected to the main shaft (3) via the second speed clutch (C2).
3), and a driven gear (2o) that is fixed to the countershaft (16) and meshes with the drive tooth l1j (19).

The third forward Iff train (G1) is connected to a drive gear (21) fixed to the main shaft (3) and a countershaft (16) via a third gear clutch (C3). The gear train (G4) for the fourth forward speed is connected to the main shaft (3) via the fourth speed clutch (C4). A driven gear (24) is connected to the countershaft (16) via a driving gear (23) and a switching clutch (C3);
). Furthermore, the gear train for reverse (Gr) is the fourth
The drive gear (23) of the speed gear train (G4) and the drive m weight (25) and the counter shirt) (1B)
It consists of a driven gear (26) connected via the switching clutch (Cs) and an idle tooth jH (27) meshing with both 141j (25) and (2G). 1- Each of the clutches mentioned (C+), (C2), (C3).

(C4) is in the hydraulic control circuit 'fr! It is connected and disconnected according to the hydraulic pressure supplied from the hydraulic control circuit. The switching clutch (C8) is connected to the driven gear 11 (2) of the 4th speed gear train (G4).
4) and the idle vehicle (27), the selector sleeve (S) of the clutch (Cs) is moved to the left forward position or the right reverse position in Fig. 1 by means of a servo piston, which will be described later. By shifting to the position, the driven gear (2
4) and the idol car (27) (counter shirt) (1B
) can be made by concatenating disjunctively. The one-way clutch (Co) transmits only the driving torque from the engine (E) to the driving wheels (-), and does not transmit torque in the opposite direction.

This shift 1! f City organization (M) selector sleeve (
If only the first speed clutch (C+) is connected when the drive gear S) is held in the forward position as shown in FIG. Fast Sho 11 (column (G+) is established, and this south + p column (G1
) The torque is transmitted from the main shaft (3) to the countershaft (+8) through the zero-order first gear clutch (
If the second speed clutch (C2) is connected while C1) is connected, its drive tk1ton (19) is connected to the main shaft (3) and the second speed gear train (G2) is engaged.
Main shaft (3) through this tooth-1 (row (G2))
Torque is transmitted from the to the countershaft (18).

At this time, the first gear clutch (C+) is also engaged,
Due to the movement of the one-way clutch (CO), the second speed m Il' train (G2) is established instead of the first speed, and this is the same in the third and fourth speeds. 2nd gear clutch, chi (
C2) and connects the third gear clutch (C3), the driven gear (22) is connected to the countershaft (16) to establish the third gear train (G3), and the third gear train (G3) is established.
Release the speed clutch (C3) and shift to the 4th speed clutch (C4)
When connected, the drive gear (23) is connected to the main shaft (3) and the fourth speed gear train (G4) is established. In addition, the selector sleeve (S) of the switching clutch (Cs)
) to the right in Fig. 1 and connect only the 4th speed clutch (C4), the drive gear (23) will be connected to the main shaft (
3), and the driven gear (24) is connected to the counter shirt)
(1B) and reverse gear train (C'') is connected to (L
L, the main shaft (
3), the reverse torque is transmitted to the countershaft (16).

The torque transmitted to the countershaft (1B) is transmitted from the output gear (28) provided at the end of the shirt (1B) to the large diameter gear (Dg) of the differential gear (Of). 1 meshing with the gear (Os) fixed to the gear (Dg)
One end of a speedometer cable (30) is fixed to 1j (29), and the other end of the speedometer cable (30) is fixed! 1 (Magnet of speed sensor (31)) (31a
) is connected to the speedometer (32), and the speedometer (32) has tJii +l (Ds), (
29) and cable (30), −1(
Display speed. Further, the heavy speed sensor (31) is composed of the magnet (31a) and, for example, a reed switch (31b) driven by the magnet (31a),
A reed switch (31b) is opened and closed by a magnet (31a) rotating together with the speedometer cable (30), and on/off signals associated with this opening/closing are supplied to an electronic control gI device to be described later.

FIG. 2 shows a hydraulic control circuit.

In the figure, (P) is the aforementioned hydraulic pump that pressurizes and discharges the hydraulic oil in the reservoir (R), and the hydraulic pump (
P) is the regulator valve l' (Vr), the manual valve l' (v
l) and the governor valve (Vg). The regulator valve (Vr) has a spool (82a) connected to a port (B
In response to the pressure of the pressure oil supplied from the pump (P) to the port (Boa
), a part of the pressure oil supplied from the pump (P) to (80b) is transferred from the port (80c) to the torque converter (T),
Supply to the on-off valve (230) and timing valve (210), and also from the port (60d) to the reservoir (R)
The hydraulic pressure that is supplied to the manual valve (Vm) and the like is regulated to line pressure (PJI). Note that (253) is a relief valve provided at the bow (Sod) of the regulator valve (Vr).

As is well known, a torque converter (T'l) is a system in which supplied pressure oil flows from a pump impeller (2) through a stator (5) to a turbine launch (4), and torque is generated using this pressure oil as a medium. Transmit.This torque converter (T)
The oil pressure is from the pressure holding valve (250) and the oil cooler (26).
0) to the reservoir (R). Pressure holding valve (250
) is the cabana pressure ($kt) generated by the governor valve (vg)
is guided to the port (250b), the spool (251) responds to the force of the force and the force of the spring (252), and the torque converter (T) flows into the port (250a).
) to apply a resistance proportional to the vehicle speed to the pressure oil (Ij-)
(250c) to the reservoir (R). This pressure holding valve (25(1)) is operated to reduce the internal pressure of the torque converter (T) at a high vehicle speed position.

The manual valve (Vm) has a spool (71) that responds to the shift lever's opening and closing operations to adjust the parking position (P) and reverse position (
R), middle position (N), automatic shift position for front C4 gear (D4)
), each clutch (C+), (C2), (03), (
For example, when the shift lever is operated to the N position, the manual valve (Vm) The spool (71) is in the illustrated position, closing the port (?Ob) and all other ports (?Oa).

(70c) - (?On) is communicated with the drain port (EX). Therefore, as shown in the figure, each clutch (C+), (C2),
Pressure oil is not introduced to (C3) and (C4), and these clutches (C+) to (C4) are placed in a disengaged state. Also, for example, when the shift lever is operated to the (D4) position, the spool (71) moves to the left by one position in the figure,
Servo piston (90), first Mello 9 Torr valve (Vt)
and Bau connected to the pressure reducing valve (270) (+70c
) and 11. :b 1jl Connect the port (?Oh) connected to the control valve (400) and non-creep valve (Vc) to the port (70b) connected to the pump (P), and also to the 2nd speed clutch (C2). port (7)
0g) and the port (7) connected to the second shift valve (V2).
0f), and further connected to the fourth gear clutch (C4) and timing valve (210)
k) and the port (70) connected to the second shift valve (v2)
m) and (70n) are isolated from and communicated with port (7oi). Note that a description of the case where the shift lever is operated to another position will be omitted.

The servo piston (90) is connected to each port (90a) of
.

(90b), (90c)
) (7) Poe) (70i).

(?Oc), pressure oil is introduced from (70a), and the spool (91a) is controlled by the pressure in the chamber communicating with the port (90b), the pressure in the chamber communicating with the port (90c), and the elastic force of the spring (91b). Displace accordingly. In this servo piston (90), the right end of the spool (91a) in the figure is 1
It engages with the selector sleeve (S) of the νJ exchange clutch (C, s) described in iii, and connects the manual valve (V
-) When the line pressure (PfL) is introduced through the selector sleeve (S) shown in Fig. 1 (held in the device and the driven gear (24) of the 4th speed southeast row (G4) is counter-shirted)
Connect to (18).

The gas valve (Vg) connects the pump (P) to the port (80a).
of the discharged oil is guided, and this discharged oil is subjected to a pressure proportional to the vehicle speed (
Governor pressure (Pg)) (80b) to second shift valve (v2), modulator valve (220)
5 and the aforementioned pressure holding valve (250).

ml throttle valve (Vt) is connected to the first spool (100
1) The second spool (102) connected through the hebone (lQ3) and the first spool (+01) connect to the cam (
104) and is displaced by the manual valve (Vts
) to the port (100a) to create a pressure (throttle pressure (Pt)) proportional to the pulp opening of the throttle valve, that is, the amount of depression of the accelerator pedal.
occurs at ports (100b) and (100c).

The throttle pressure (Pt) generated by this first throttle valve (Vt) is applied to the 27th accumulator (170) and the 3rd throttle valve (170).
7th accumulator (180), 4th accumulator/-ta (+
90), modulator valve (220), on-off valve (2
30) Flow control block? (400), the first (7) control valve (180), the second control valve (181), the third control valve (182), and the port (300e). In addition, the first throttle valve (Vt) is shifted to the second shift valve (V2) by the displacement of the first spool (101).
port (100d) and drain port) (E
X) to reduce the shift shock caused by kick town maki.

The pressure reducing valve (270) is a well-known one, and the line pressure (PJI) introduced into the port (270a) from the manual valve (Vto) is
) is depressurized and output from the port (2?Ob) to the first shift valve (vl).

Flow t, control valve (400) is the first shift valve (Vt), port (400b), (40
0c) to the Merfle valve (Vm), and Po) (40
0d) is connected to the throttle pressure 1' (Vt), and the spool (401) responds to the throttle pressure (pt) introduced from the throttle pressure r(vB) and the elastic force of the spring (402) to shift the first shift valve. Stream 1 supplied to (Vt)
Adjust yo. This flow: ^ Control valve (400) Ha, 1st
The supply flow to the shift valve (vl) 2.1 is controlled in proportion to the throttle pressure (Pt) to prevent a plurality of clutches from being connected at the same time and reduce the shift shoulder.

The first shift valve (Vt) is connected to the pressure reducing valve (270), and the port (120a) is connected to the pressure reducing valve (270).
) in constant communication with the first electromagnetic block F (140) 11! The connected port (12b) is opened to the drain (EX) and the second control valve (1B+)! ! 1! The connected port (12Qc), the second shift valve (v2), the connected port (120d), (+20e), which is opened to the drain (EX), and the second throttle valve (1
10) Port (+2Of) and flow connected to +, H
Ports (+20a) and (+20b) controlled by the first solenoid valve (+40) on the right side of the port (120g) connected to the control valve (400) (7) Hydraulic pressure and sprue IJ
7g (121b) (l/rl force and spool (121
a) responds to the port (120c).

(120d), (120e), (+2of), (12
0g). That is, the spool (1
At the position shown where 2+a) is at the right end of the figure,
(12Qc), (120d) and po) (120
At the position where eL (120g) is in communication and the spool is displaced to the left end in the figure, the bow) (120d), (
between (120g) and boat (120e), (12O
f) There is communication between the spaces. The first solenoid valve (140) has a solenoid (140a) connected to an electronic control device to be described later,
When the solenoid (+40a) is energized, it opens and opens the first shift 5t (V+) (7) boat (120b) to the drain (Ex).

A second throttle valve (110) has a spool (111) engaged with a cam (113) that communicates with the throttle/valve.
) is driven by the cam (113) and the spring (112
) (110a) and the drain boat (EX
) and continuously change the flow path area between them. This second throttle pressure f (110) is applied to the first shift valve (vl).
By adjusting the pressure of (120f), the fourth
When downshifting from 3rd gear to 3rd gear.

reduce the risk of

The second shift valve (v2) is connected to the governor valve (v8) (130a), the first throttle valve (vt
) & this connected boat (130b), the boat (120d) connected to the first shift valve (V+) boat (120d)
30c), i! to the second solenoid valve (150). I! Entangled boat (130d), first shift valve (vl) boat)
Boat connected to (120e) (130e), boat connected to manual valve (Vm) boat (70f), boat connected to manual valve (Vm) boat (70 layers)
, a boat (130g) connected to (?On), a boat (130i) connected to a manual valve (Vs) (70a), a boat (130k) opened via the first control valve (180) ) and a boat (130h) connected to a third gear clutch (C3), with a spool (+3
1) responds to the hydraulic pressure in the room at the right end in the figure, which communicates with the boats (130a) and (130d), and the elastic force of the spring (132).

This second shift valve (v2) is connected to the boat (+31
) is at the rightmost position in the figure, when the boat (1
30b) and boat (130h), boat) (130h)
c) and boat (13 (H), and boat (130g)
When the spool (131) is at the leftmost position in the diagram, the boat (130C) and the boat (lloh) are connected.
) Connect boat (130k) and boat (130e) to boat (130g).

The second shift valve (v2) is a boat (130a),
(130d), that is, the movement of the spool (131), is controlled by the second solenoid valve (+50), and when the second solenoid valve (15G) is opened, the position shown in the figure is changed, and the second solenoid valve (150) When the valve is closed, it assumes the leftmost position in the figure. Note that (133) is a click motion mechanism that selectively limits the position of the spool (131).

The non-creep valve (Vc) is a boat (300a), (300b) connected to a manual valve (Vs+), a boat (300c) connected to a manual valve (Vm) via a third solenoid valve (310), A boat (300d) connected to the 1st speed crank, 1 (C1) and a boat (300d) connected to the check valve and the 3rd control valve (162)
e), and the spool (301'l is the boat (300a
), (300e) and the spring (302)
Responding to the 911 situation. Spring (302)
Bolt (3) fastened by lock nut (304)
03) and the spool (301),
By changing the screw length of (301), the spool (30
The elastic force applied to 1) is 34Iti. This non-creep valve (Vc) closes the boat (300C) when the spool (301) is at the open end.
The spool (301) is at the top position in the figure, and the boat (300c) is connected to the drain port (300d).
EX) to fI! celebrate. The third electromagnetic valve (310) has a solenoid (310a) connected to an electronic control device, and opens when the solenoid (310a) is energized.

The third control valve (182) is a non-creep valve (Vc) boat (300e) when the throttle pressure (Pt) is small.
The throttle pressure (Pt) is introduced to the slot, torque pressure (pt
) is large (1llF), the line pressure (P standing) is introduced.

The timing valve (210) is connected to the 2nd speed clutch (C~) (21Qa) and the 2nd speed clutch (C~).
Boat (210b) connected to C4), boat (210c') connected to regulator valve (Vr), boat (210c') connected to S, torque converter (T) person [i'l to 1 port! (210d) and modulator valve (220)
Two boats contacted (210e), (21Of)
The spool (211) has the elastic force of the spring (212) and the boat (210a), (210)1)
respond to pressure. In this timing valve (210), when the second speed clutch (C2) or the fourth speed clutch (C4) is in the engaged state, the spool (21+) moves to the left in the figure and takes the position at the left end in the figure. When the speed clutch (C2) or 4th speed clutch (C4) is on the release island, the spool (
211) moves to the right in the figure and takes the illustrated position at the right end in the figure. This timing valve (210) communicates between the ports (210c) and (210e,) at both the left end in the figure and the right end in the figure, but during the transition, the ports (210c) and (210e) communicate with each other.
10e), and also isolates the port (21Of) from the drain port (EX).

The modulator valve (22o) is a first throttle valve (V
The throttle pressure (pt) is introduced from the port (2
20a), port (220b) where governor pressure (Pg) is introduced from Kapana valve (Vg), timing valve (210)
Two ports (220c), (220d) connected to
, Bo, who was contacted by On-Off JP (230)) (2
20e) and a port (220F) connected to the direct coupling clutch (Cd), and the spool (22+) responds to the internal pressure of the direct coupling clutch (C, d), throttle pressure (pt) and governor pressure (Pg). 1 for on/off valve (23G)
Outputs pressure proportional to speed and throttle valve opening.

The on-off valve (230) is a first throttle valve (Vt)
The port (230a) is connected to the port (230a) to which throttle pressure (Pt) is introduced, and the regulator tab f (Vr) is connected to i! Ix
Port (230b) connected to the torque converter (D) port (230c) connected to the 1 port, Bow connected to the piston pressure chamber of the direct clutch (Cd)
(230d) and a bow) (230e) connected to a modulator valve (220) and a spool (231).
responds to the throttle pressure (Pt) and the elastic force of the spring (232). This on-off valve (230) connects the port (230a) to the drain port (EX
) to I! l! The port (230b), (
230c) between i11! The direct coupling clutch (Cd) is released and the oil 9i° supplied to the torque converter (T) is increased.

The direct coupling clutch 7 (Cd'l) is such that the piston pressure chamber is controlled by the fourth electromagnetic valve (240) i, :iJ!Afi-c, and this fourth (7) ''+ttm valve (240) d. The fourth (7) FL61 valve (240) opens the port (241) connected to the direct coupling clutch (Cd) when the solenoid (240a) is connected to the 1FF child control device and the solenoid (240a) is energized and energized. Dorenbo 1-
(EX) to shift the direct coupling clutch (Cd) to the released state side.

The second speed clutch (C2) is the 27th cumulator (170
), and the third speed clutch (C3) is connected in parallel with the third speed clutch (C3).
7 storage unit (180) and the first control block f (1
80), and is also connected to the 4th speed clutch (
C4) is connected in parallel with the fourth agitator (190) and the second control valve (181). As is well known, each accumulator (170), (180), (19
0) reduces the shift shock, and the first control brake r(
160) and the second control valve (181) determine the clutch release characteristics. In addition, in FIG. 2, (C:H
) represents the aperture.

(SOO) is an electronic control device equipped with a one-chip microcomputer, etc., and this electronic control device (800) stores the shift schedule in the ROM and detects the vehicle speed.
! speed sensor (31), an accelerator sensor (803) that detects the valve opening of the throttle valve, and a stroke sensor (804) that detects the depression of the accelerator pedal.
”; with each inserted sensor, each city mjr (140) mentioned above.
, (+50), (240), (310) 'K are connected, and 1 [energization control of magnetic brake r is performed based on the output No. 4.3 of each sensor.

In this embodiment, the depression of the accelerator pedal is detected as an indicator of the output of the engine (E), but for example, the opening of the throttle valve 5r (throttle valve) of the engine (E), the intake negative force of the engine (E), etc. Hami or EFI injection XL:
It goes without saying that the output of the engine (E) can also be expressed by detecting T.

As shown in the table below, such an automatic transmission uses the solenoids (+40) and (150) of the first and second solenoid valves (
140a), (+50c) is the electronic control unit (eoo
), each clutch (C+) is opened and opened.

(C2), (C3), and (C4) to change any of the gears from 1st to 4th gear of the gear change gear 11 (mechanism (M)) to 1 (speed and throttle valve opening). Jisho 1
°Noni.

Next, the effect of this example will be explained.

This automatic transmission is controlled by the electronic control unit (800) repeatedly executing the uniform process shown in the flowchart of FIG. 3 at predetermined times 117I.

First, when the ignition switch is turned on.

In step (P+'), the CPU of the electronic control unit (800) is initialized to 1!11 (initialization). In the 0th step (P2), it is determined whether or not the engine (E) is operating on its own. In other words, the rotation speed (N[!) of the engine (E) is a predetermined rotation speed (Neo) (for example, 300rr, p, m
, ]), and if the rotation speed (Me) of the engine (E) exceeds a predetermined rotation speed (Neo) and the engine (E) is at the 1F rolling position 1E, step (Pn) If the rotation speed (Ne) of the engine (E) is below the predetermined rotation @ (Neo), proceed to step (P4).
In this step (P4), all 'city magnetic valves (140)
, (+50), (240), and (310) is stopped (1-), and all other outputs are also stopped (1-).

In step (Pn),! 1 (reads input data from various sensors such as speed sensor (31), and performs the following step (P
In step 5), manual data processing such as storing the input data is performed, and in the first step (P6), the shift schedule is mapped based on the detected heavy speed and the valve opening of the slot valve. search for. After this, in step (P7), it is determined whether or not to change gears, that is, 11
It is determined whether the target gear is the same as the current gear, and the process proceeds to step (P8) where it is determined that the target sound ν is the same as the current gear and no gear shifting is to be performed (P8), and the current gear is maintained. Do the processing for.

Further, if the target gear is different from the current gear and there is an interruption during the gear change, the process returns to step (P9).

In step (P9), it is determined whether or not the accelerator pedal is frequently depressed. To determine whether or not the accelerator pedal depression operation is frequent in this step (P9), first check whether the accelerator pedal depression is changing based on the output signal of the stroke sensor (804). The sentence is based on how short the time interval between these stepping operations is, or how many times they occur within a certain period of time. If it is determined in this step (P9) that the accelerator pedal is not depressed frequently, a predetermined time (T1) is set in the timer (T) in step (Pro). If r1 is disconnected, the timer (T) is set to a predetermined time (T2 (T2
> TI).

In the following step (PI3), the FII determines whether the target gear position is a higher gear position than the current gear position, that is, whether or not to perform shift amplification. If it is determined in this step (PI3) that the shift amplification is to be performed, the process proceeds to step (Pu3), and if it is determined that the upshift is not to be performed, that is, the downshift is to be performed, the process proceeds to step (PI3). , 1- The time (TI) set in the timer (T) (T2) is suspended, and after this time (TI), (T2) has elapsed, the shift amplifier command, that is, the gear stage is changed to 11 gears. Outputs a command to change gears. In this way, even if the accelerator pedal depression changes due to the driver's depression operation and an 11 gear gear higher than the current gear is commanded, this command is sent for a predetermined period of time corresponding to the frequency of operation of the accelerator pedal. (TI), (T2)
Since the shift amplifier is set to 5.1- while being held for a period of time, upshifting is not performed during this time (TI) and (T2). Therefore, even if the driver momentarily depresses the accelerator pedal unconsciously while driving on a rough road, an upshift will not occur, reducing the frequency of gear shifts, improving ride comfort, and reducing the frequency of shifting. Prevents fever of
1- be done. Furthermore, the time (TI) and (T2) for inhibiting the shift amplifier described in 1- above is determined according to the frequency of accelerator pedal operation, and the higher the frequency, the longer the time (T2) is set, so the frequency of gear shifting is lowered. This allows for even more comfortable riding, and also reduces the heat generated by the flange.
I will be able to do this.

In step (PI3), it is determined whether or not upshifting is prohibited, that is, whether or not an upshifting command is pending. If it is determined that no upshifting command is pending, step (PI3) is performed. ), and if it is determined that a shift-up command is pending, the process advances to step 2 (Pn).
In step (Pls), a command for downshifting, that is, setting the gear position as the target gear position, is output. In step (Pus), the timer (T) is reset, and in the following step (PI3), step L (Pus) is reset.
) Outputs a downshift command in the same way. However, the above step (PI3) also includes downshifting from the gear position at the command stage where the command is pending.In this way, the downshifting is performed after the accelerator pedal is pressed without the command being suspended. Since this is done immediately, acceleration and starting can be done quickly, and the driving performance of the vehicle does not deteriorate.In step (Pea), output processing such as energization is performed based on the processing results in each step above. After that, the series of processing from step (P2) is repeated.

In the embodiment described above, the frequency of accelerator pedal depression is detected, but the frequency of gear changes, such as the frequency of flanch operation, is detected.

The prohibition time during which upshifting is prohibited may be determined by the order of operation +a.

(Effect of the invention) Below 1. As explained above, automatic 1 according to the first invention
According to the automatic transmission (1), even if the engine output changes, shift I/up is prohibited until a predetermined prohibition time has elapsed. This reduces the frequency of unnecessary gear changes and improves ride comfort without reducing the driving performance of the vehicle.
It is possible to obtain an exchange in which the heat generation prevention 11- of the clutch can be performed.

Moreover, according to the automatic automatic transmission according to the second invention, in addition to the effects of the first invention in section 6, the above-described predetermined! S,
Since the interval 1-Bj is determined according to the frequency of the accelerator pedal depression operation, it is possible to further reduce the frequency of unnecessary gear changes, further improving riding comfort and preventing heat generation of the clutch.

[Brief explanation of the drawing]

1 to 3 show automatic transmissions for automobiles according to embodiments of the first and second inventions, in which numeral 1 is a schematic diagram of the power transmission system, fig. 2 is a hydraulic circuit diagram, and fig. 31d is a flowchart. E...Engine Cd...Direct clutch ■...Torque converter M...Transmission float mechanism C+, C2, C3, C4, C5...Clutch 31
... Heavy speed sensor 140.150, 240, 310 ... Solenoid valve 800.
...Electronic control device 803...Accelerator pedal special 1:1 Applicant Hon 11 Giken Kogyo Co., Ltd.? Patent attorney
Kuni Ohashi Tobirama Patent Attorney
Koyama 71st patent attorney
No rl'l Shigeru 1st figure Jl 31b

Claims (2)

[Claims] (1) Detects the vehicle speed and throttle valve opening, and selectively connects and disconnects each element of the transmission gear mechanism at a shift point determined by the vehicle speed and throttle valve opening according to a predetermined shift schedule. An automatic transmission for an automobile that detects a change in engine output and prohibits upshifting until a predetermined prohibition time elapses after the change in engine output. (2) Detect the vehicle speed and the valve opening of the slot valve,
In automatic transmissions for automobiles, which change gears by selectively connecting and disconnecting each element of the transmission gear mechanism at a shift point determined by the vehicle speed and the opening degree of the slot valve according to a predetermined shift schedule, engine output and accelerator pedal An automatic automobile comprising: detecting the frequency of depression operations, setting a prohibition time based on the frequency of operation of the accelerator pedal, and prohibiting upshifting until the prohibition time elapses after a change in the output of the engine. transmission.