JPS62292538A - Automatic transmission for automobile - Google Patents

Abstract

PURPOSE:To reduce the speed change impact by regulating the operational sequence of plural shift valves such that the speed change stage varies according to the magnitude of the speed change ratio and forbidding the function of other valves until a setting time elapses after function of a single valve. CONSTITUTION:When power is fed selectively from a controller 800 to a solenoid, a hydraulic control circuit opens/closes respective shift valves V1, V2 so as to control respective clutches C1-C4 thus establishing the first to fourth speed change stages according to the speed of automobile and the throttle opening. The variation sequence of the speed change stages is regulated according to the magnitude of the speed change ratio while the next speed change is forbidden until a time interval corresponding to the opening of the throttle valve elapses after the first speed change. Consequently, the speed change impact can be reduced during kickdown without lowering the motion performance of the automobile.

Description

[Detailed Description of the Invention] 3. Detailed Description of the Invention (Field of Industrial Application) This invention relates to automatic transmissions for automobiles. The present invention relates to an automatic transmission for an automobile that aims to reduce shift shock by restricting the change order to the order according to the magnitude of the gear ratio.

(Prior art) Conventional automatic transmissions for automobiles include, for example, Automobile Engineering Complete Book Vol. 9 @ "Power Transmission Device" (November 20, 1980).
The one described on pages 238 to 251 of Nihon Sankaido Co., Ltd. is known. The automatic transmission for this automobile includes a torque converter, a speed change gear mechanism whose components are connected via a hydraulic clutch, and a hydraulic control circuit that selectively supplies hydraulic pressure to the hydraulic clutch of the speed change gear mechanism by a shift valve. , is equipped with.

This automatic transmission operates P and R by operating the shift lever.
, N, D4, D3, 2, etc. are set, and at a forward automatic shift position such as D4 or D3, the gear position is automatically controlled according to a shift schedule determined by the throttle valve pulp opening and vehicle speed. This automatic control of gears is performed by selectively opening and closing a plurality of shift valves in a hydraulic control circuit, and a hydraulic clutch is connected or disconnected depending on the combination of the opened and closed shift valves to select a predetermined gear. Established.

(Problem to be solved by this invention) However,
In such conventional automatic transmissions for automobiles, when the gear changes by more than one gear such as during kickdown, two or more shift valves in the hydraulic control circuit operate in conjunction with each other, resulting in a MW-like state. However, there is a problem in that the highest speed or the lowest speed gear may be set, resulting in increased shift pressure. That is, for example, when changing from forward 3rd gear to forward i6, two or more shift valves change, but during the shift the front a4 speed is set and the front 'a3
It is possible for the gear to change from speed to 4th gear to 1st gear, and the shift shock may become large and the riding comfort may be impaired.

The present invention has been made in view of the above-mentioned problems, and provides an automatic transmission for an automobile in which the gear shift order is regulated in +un order according to the magnitude of the gear ratio.

The purpose is to reduce gear shift shock.

(Means for Solving the Problem) A plurality of hydraulic clutches are provided between the engine and the driving wheels, and the elements are selectively connected/disconnected, and the gear stages corresponding to the connected/disconnected elements are set. A transmission gear mechanism is established, a hydraulic circuit selectively supplies pressure oil to a hydraulic clutch of the transmission gear mechanism by opening and closing a plurality of shift valves, and the plurality of shift valves of the hydraulic circuit are driven to open and close according to a shift schedule. In an automatic transmission for an automobile, the automatic transmission includes a drive means, when a plurality of shift valves in the hydraulic circuit operate in a related manner, the operating order of the shift valves is regulated so that the gear stage changes according to the magnitude of the gear ratio; The gist is that after the operation of the shift valve (2), the operation of other shift valves is prohibited until a time period corresponding to the valve opening of the throttle valve has elapsed.

(Function) According to the automatic transmission for an automobile according to the present invention, the shift valve is driven to open and close so that the gear stage changes depending on the magnitude of the gear ratio, so the gear stage changes by more than one gear. Even in the case of
Shift shock can be reduced. Furthermore, in this automatic transmission, the operation of the other shift valves is prohibited until the time corresponding to the opening degree of the engine throttle valve has elapsed after the operation of the first shift valve. The target change rate becomes smaller, making it possible to further reduce shift shock.

(Example) Embodiments of the present invention will be described below based on the drawings.

1 to 5 show an automatic transmission for an automobile according to an embodiment of the present invention, and FIG. 1 is a schematic diagram of a power transmission system;
FIG. 2 is a hydraulic circuit diagram, and FIGS. 3, 4, and 5 are flowcharts.

First, to explain the outline based on Fig. 1, (E) is an engine, and the engine (E) has a crankshaft (1), a torque converter (T), a transmission gear mechanism (M), and a differential gear (Df). ), etc., to the 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).
The pump impeller (2) has 7 manual shifts.
The output of (E) is output from the turbine launch (4) to the speed change gear mechanism (M) by the action of the wave body. This torque converter (T) has a pump impeller (2) and a Kubin runner (4).
between the Kubin runner (4) and the pump impeller (2).
) is provided with a direct-coupling clutch (Cd) that can be directly coupled. This direct coupling clutch (Cd) is supplied with hydraulic pressure from a hydraulic control circuit to be described later, and directly couples the pump impeller (2) and the turbine launch (4). Further, details of this torque converter (T), 411, and details of the transmission gear mechanism (M) and hydraulic control circuit described below can be found in the patent application filed by the applicant on June 13, 1985. (Title of the Invention: Method for Controlling a Direct Coupling Mechanism of a Fluid Power Transmission System for a Vehicle Automatic Transmission) Since it is described in detail in the specification, the following description will be omitted.

The transmission gear mechanism (2) consists of a main shaft (3) connected to the turbine launch (0) of the torque converter (↑) and a countershaft (16) connected to the differential gear (Of).
and are arranged in parallel, these shafts (3).

(16) Five gear trains (G+) corresponding to the number of gears in between
.

(Gt), (Gt), (G4), (Gr)
are arranged side by side. The gear train (G+) for the first forward speed is connected to the main shaft (3) via the first speed clutch (C1).
), and a driven gear (18) meshing with the gear (17) and connected to the countershaft (16) via a one-way clutch (CO). Similarly, the gear train (C7) for the second forward speed includes a driving gear (19) connected to the main shaft (3) via the second speed clutch (C7), and a counter shirt).
(1B) and a driven gear (20) that meshes with the drive gear (18).
3) is a drive tIi fixed to the main shaft (3).
Drive @1tt (21) is connected to I East (21) and counter shirt (1B) via the third speed clutch (C3).
) and a driven gear (22) meshing with the main shaft (3), and a fourth forward gear train (G4) is connected to the main shaft (3) via a fourth gear clutch (C4). It is connected to the countershaft (1B) via the drive southeast (23) and the switching clutch (Cs), and
Furthermore, the reverse gear train (Gr) is composed of the drive gear (23) of the fourth speed gear train (G4) and the drive gear (25) that meshes with the driven gear (23). )
and a driven gear (26) connected to the countershaft (16) via a switching clutch ((:s)), and both l
&! It consists of an idle gear (27) meshing with li (25) and (2B). Each clutch (C+) mentioned above,
(02), (Cz).

(C4) is in the hydraulic control circuit! It is connected and disconnected according to the hydraulic pressure supplied from the hydraulic control circuit. The switching clutch ((:s) is the driven gear (24) of the 4th speed south train (G4).
) and the idle gear (27), and the selector sleeve (S) of the clutch (Cs) can be shifted to a forward position on the left or a reverse position on the right in FIG. 1 by a servo piston, which will be described later. The driven gear (24) and the idle gear (27) can be selectively connected to the countershaft (18'l).The one-way clutch (
Go) transmits only the drive torque from the engine (E) to the drive wheels (W), and does not transmit torque in the opposite direction.

This speed change gear mechanism (M) can be operated by connecting only the first speed clutch (C1) when the selector sleeve (S) is held in the forward position as shown in FIG. is connected to the main shaft (3) to establish a first speed south gear train (G1), and torque is transmitted from the main shaft (3) to the counter shirt (1B) via this gear train (G1). If the second gear clutch (C2) is connected while the first gear clutch (C1) is connected, its drive gear (19) is connected to the main shaft (3) and the second gear train ( G2) is confirmed, and this gear train (G2)
from the main shaft (3) to the counter shaft (
Torque is transmitted to 16). At this time, the first gear clutch (C1) is also engaged, but the one-way clutch (G
Due to the movement of
2) is established, and the same holds true for third and fourth speeds. When the second gear clutch (C:t) is released and the third gear clutch (C3) is connected, the driven gear (22) is connected to the countershaft (!6) and the third gear gear train (G3) is connected.
) is established, and if the third gear clutch (C1) is released and the fourth gear clutch (C4) is connected, the drive gear (
23) is connected to the main shaft (3) to establish a fourth speed gear train (G4). Furthermore, by moving the selector sleeve (S) of the switching clutch (Cs) to the right as shown in Figure 1 to connect only the 4th speed clutch (C4), the drive gear (23
) is connected to the main shaft (3), and the driven gear (24
) is connected to the countershaft (1B) to establish a reverse gear train (C"), and the reverse torque is transmitted from the main shaft (3) to the countershaft (1B) via this gear train (G"). be done.

The torque transmitted to the countershaft (16) is transmitted from the output gear (28) provided at the end of the single-core shaft (+6') to the large-diameter gear CDg') of the differential gear (Of). One end of a speedometer cable (30) is fixed to the gear (29) that matches the gear (Os) fixed to the small diameter (Dg), and the other end of the speedometer cable (30) Magnet of sensor (31) (31a)
A speedometer (32) is connected through the gear, and is driven through a gear ([]s), (29) and a cable (30) to display the vehicle speed. Further, the vehicle speed sensor (31) is connected to the magnet (31a').
and a reed switch (31b), for example, which is driven by the magnet (31a), and rotates together with the speedometer cable (30).
The reed switch (31b) is opened and closed by a), and on and off signals accompanying this opening and closing are supplied to the electronic side m device 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) discharges pressure oil to the regulator valve (Vr), manual valve (Vm), and governor valve (Vg). The regulator valve (Vr) has a spool (62a) connected to a port (ftob).
In response to the pressure of the pressure oil supplied from the pump (P) to the port (Boa) and the mercy force of the spring (62b),
, A part of the pressure oil supplied from the pump (P) to (80b) is transferred from the port (60C) to the torque converter (T).

It is supplied to the on-off valve (230) and the timing valve (210), and is also supplied from the port (130d) to the reservoir (R
) to adjust the hydraulic pressure supplied to manual valve CVt5) h'9 to line pressure (PJI). In addition,(
253) is the port (Sod) of the regulator valve (Vr)
This is a relief valve installed in the

As is well known, in a torque converter (1), supplied pressure oil moves 1i from the pump impeller (2) through the stator (5) toward the turbine launch (4), and torque is generated using this pressure oil as a medium. Communicate. This torque converter (↑
) is controlled by the pressure holding valve (250) and the oil cooler (2
80) to the reservoir (R). Pressure holding valve (25
0) is the governor pressure (described later) generated by the governor valve (Vg)
spool (251) guided by (250b)
responds to the governor pressure and the force of the spring (252), applies a resistance proportional to the heavy speed to the pressure oil from the torque converter (T) flowing into the bow (250a), and transfers it from the port (250c) to the reservoir. Discharge to (R). This pressure holding valve (250) runs Ia so as to reduce the internal pressure of the torque converter (T) at a high vehicle speed position.

In the manual valve (Vll), the spool (71) responds to manual operation of shift gear and <-, and automatically shifts to the parking position 1 (P), reverse position (R), neutral position 1 (N), and 4 forward gears. (+
14) Automatic shift position of 3 forward gears excluding 4th gear (D3)
and each clutch (C+), (C2), (C3) according to the six shift positions of the second gear fixed position (2)
(0) Selectively opens and closes each port (70a) to (?On) connected to ((:4) and servo piston (90), etc.) For example, when the shift lever is operated to the N position,
The manual valve (Vm) closes the port (70b) with the spool (71) in the position shown in the figure, and closes all other ports).
(70a).

Connect (?Oc) to (?On) to the drain port (EX). Therefore, as is clear from the figure, each clutch (Cθ, (Cri), (Ci
) and (C4), and these clutches (C1) to (C4) are placed in a disengaged state.

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, and the servo piston (30), the first throttle valve (Vt), and the pressure reducing valve (270) move to the left. The port that contacted (170c) and 1!
, a volume control valve (400) and a non-creep valve (Vc) connected to the i! l
! In addition to communicating with the AfS port (70b),
The port (70g) connected to the second gear clutch (C?) and the port (?Of) connected to the second shift valve (v2) are connected, and the fourth gear clutch (C4) and Boh (70k) connected to timing valve (210)
and the port (70a+) connected to the second shift valve (v2)
), (70n) are isolated and communicated with the port (70i). Note that a description of the case where the shift lever is operated to another position will be omitted.

The servo piston (90) has its respective ports (90a).

(90b) and (90c) are the manual valve (Vm) ports (7o1).

Pressure oil is introduced from the spool (Oc) and (70a),
91a) is connected to the port (90b), the pressure in the chamber communicating with the port (90c), and the spring (9
1b) according to the elastic force. In this servo piston (90), the right end of the spool (91a) in the figure is rioj.
When the selector sleeve (S) of the aforementioned switching clutch (Cs) is engaged, and line pressure (PR) is introduced to the bow (90b) via the manual valve (Vl), the selector sleeve (
S) is held in the position shown in Fig. 1, and the fourth speed gear train (G4
) is connected to the countershaft (16).

The governor valve (Vg) connects the pump (P) to the boat (80a).
of the discharged oil is guided, and this discharged oil is subjected to a pressure proportional to the vehicle speed (
The pressure is regulated to governor pressure (Pg) and output from the boat (80b) to the second shift valve (v2), the modulator valve (220), and the above-mentioned pressure holding valve (250).

The first throttle valve (Vt) has a first spool (lo) engaged with a cam (104) interlocking with the throttle valve.
t) The second spool (102) coupled through the heel (103) is connected to the cam (+01) together with the first spool (+01).
104) and is displaced by the manual valve (Vm).
The pressure oil supplied to the boat (100a) is regulated to generate a pressure (throttle pressure (Pt)) in the boat (100b), (looc) proportional to the pulp opening of the throttle valve, that is, the depression crease of the accelerator pedal. .

The throttle pressure (pt) generated by this first throttle valve (Vt) is
7th storage unit (180), 47th storage unit (1
90), modulator valve (220), on-off valve (
230), flow control valve (400), first control valve (
tea), the second control valve (181), the third control valve (IG2), and the boat (300e). Further, the first throttle valve (Vt) is shifted to the second shift valve (v2) by the displacement of the first spool (101).
(100d) and drain boat (E
X) to reduce the shift shock during kickdown.

The pressure reducing valve (270) is a well-known one (270a).
The line pressure (PJL) introduced from the manual valve (Vm)
) is depressurized and output from the boat (27Qb) to the first shift valve (Vl).

The flow rate control valve (400) has a boat (400a) to a first shift valve (V,), a boat (4QOb), (400c
) on the manual valve (Vl), and on the boat (400d)
is connected to the throttle valve (Vt), and the spool (401
) adjusts the flow rate supplied to the first shift valve (V+) in response to the throttle pressure (pg) introduced from the throttle valve (Vt) and the elastic force of the spring (402).This flow rate control valve (400) is the first shift valve (V+
) is controlled in proportion to the throttle pressure (pt) to prevent multiple clutches from being connected at the same time and reduce shift shock.

The first shift valve (vl) is a boat (120a) connected to a pressure reducing valve (270), a boat (12b) connected to a solenoid valve (140) in constant communication with this boat (120a), Boat (120c) opened to drain (EX) and connected to second control valve (11111), boat (120d) connected to second shift valve (v2), (120e), drain (EX) )
A boat (12Of) and a flow control valve (40Of) which are opened to the
0) has a boat (120g) attached to it.

ml solenoid valve (140) controls the boat (
120a), (120b) (7) Hydraulic pressure and spring (
The spool (121a) responds to the elastic force of the boat (120c), (120d), (120e)
, (120f), and (120g) are selectively communicated with each other. That is, in the illustrated position where the spool (121a) is at the right end in the figure, the boats (120c) and (120d)
and between the boats (120e) and (120g), and in the position where the spool is displaced to the left end in the figure, the connections between the boats (120e) and (120g) and the boats (120e) and (120g)
120e) and (120f) are connected. The first shift valve (140) has a solenoid (140a) connected to an electronic control device (described later), and when the solenoid (140a) is energized, it opens and opens the first shift valve (VB).
120b) Open the drain (Ex).

The 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)
Displaced against the force of the glue r, the first shift force f(V+)
The boat (110a) and the drain boat (EX
) and continuously change the flow path area between them. The second throttle valve (+10) adjusts the pressure of the boat (120f) of the first shift valve (Vθ) to reduce the shift shock during downshifting from 4th speed to 3rd speed.

The second shift valve (V2) has a port (130a) connected to the governor valve (Vg), a first slow 2-torque valve (Vt
) two connected ports (13ob), the first shift valve (
port (13) connected to port (120d) of
0c), a port (
130d), bow of the first shift valve (vl)) (12
port (130e) connected to port (0e), baud (130e) connected to port (?Of) of manual valve (Vm) (1
30F), manual valve (Vts) port (70m),
, a port (130g) connected to (70n), a port (130i) connected to a port (?Oa) of a manual valve (Vm), a port (130i) connected to a port (?Oa) of a manual valve (Vm), a port (130i) connected to a port (? ) and third gear clutch (C3)
It has a port (130h) connected to the spool (1
31) responds to the hydraulic pressure in the chamber at the right end in the figure that communicates with the bows (130a) and (130d) and the elastic force of the spring (132). This second shift valve (v2) is
When the spool (131) is in the illustrated position at the right end in the figure, the ports (130b) and (130h), the ports (130c) and (130f), and the ports (
130g) and Dorenbo (EX), and when the spool (131'l) is at the left end position in the figure, the port (130c) and the port (130h).

Port (130f) Communicate between port (130k) and port (130e) and port (130g). This second shift door (V2) is connected to the port (130a
), (130d) (7) Hydraulic pressure t tt h The interlocking of the chisel (131) is controlled by the second solenoid valve (150), and when the second solenoid valve (150) is opened, the illustrated position is When the solenoid valve (150) is closed, it assumes the leftmost position in the figure. In addition, (133) is the spool (131
) is a click motion mechanism that selectively limits the position of the

Non-creep valve? (VC) is a manual valve (Va+)
Ports (300a) and (300b) connected to the manual valve (Vm) via the third solenoid valve (310), Port (300c) connected to the first speed clutch (C1) 300d) and check valve and third
The port (30
0e), and the spool (301) has a port (300a
), (300e) and the spring (302
) in response to the elastic force of The spring (302) is secured by a lock nut (304).
03) and the spool (301),
By changing the screw length of (303), the spool (30
The elastic force applied to 1) is adjusted. This non-creep valve (Vc) closes the port (3000) and communicates between the port (300b) and the port (300d) when the spool (301) is at the lower end in the figure. (301) is located at the first end in the figure, and connect (300C) to the drain port (EX). The third solenoid valve (310) includes a solenoid (31
0a) is connected to the electronic control unit, and the solenoid (310
The valve opens when the current is applied in a).

The third control valve (1B2) has a non-creep 5F (VC) bow) (300
The throttle pressure (pt) is guided to e), but when the slow 2 torque pressure (Pt) is large, the line pressure (2 sentences) is guided.

The timing valve (210) is connected to a second gear clutch (C2) (210a), a fourth gear clutch (C2), and a fourth gear clutch (C2).
4) (210b), a port (210c) connected to the regulator valve (Vr), a port (210c) connected to the inlet port of the torque converter (T)
0d) and 2 connected to the modulator valve (220)
The spool (211) responds to the spring (212) (7) elastic force and the pressure of the ports (210a), (210b). In this timing valve (210), when the second speed clutch (C2) or the fourth speed clutch (C4) is in the tightened state, the spool (2+1) moves to the left in the figure and assumes the leftmost position in the figure. The 2nd speed clutch (C2) or 4th speed clutch (C4) is connected to the facing spool (21
1) moves to the right in the figure and assumes the position shown at the right end in the figure. This timing valve (210) communicates between the ports (210c) and (210e) at its own position at the left end in the figure and at the right end in 1Δ, but during the transition, the ports (210c) and (210e) communicate with each other.
e) Separate the port (21Of) from the drain boat (EX).

The modulator valve (220) is a first throttle valve (V
The port (2) into which the throftle pressure (pt) is introduced from
20a), jj'y<su Jr (vg) from jj'/<
A port (220b) into which the f pressure (Pg) is introduced, and two ports (220b) connected to the timing valve (210).
0c), (220d), port (220e) connected to on-off 5r (230) and direct connection franchise (Cd
) to 1!1! The spool (221) responds to the internal pressure of the direct clutch (Cd), throttle pressure (pt) and governor pressure (-Pg) to control the vehicle speed and throttle valve to the on/off valve (230). Outputs pressure proportional to the valve opening.

The on-off valve (230) is a first throttle valve (Vt)
A boat (230a) that is connected to introduce throttle pressure (pt), a boat (230b) that is connected to the regulator valve (Vr), a boat (230c) that is connected to the inlet port of the torque converter (T), and a boat (230c) that is connected to the inlet port of the torque converter (T). Clutch (C
Boat (230d) connected to the piston pressure chamber of d)
and a boat (220) connected to a modulator valve (220)
230e), and the spool (231) responds to the throttle pressure (pt) and the elastic force of the spring (232). This on-off valve (230) controls the throttle pressure (pt
) In terms of idle operation of small engines, po)
(2:1Oa) is communicated with the drain boat (EX), and the boats (230b) and (230c) are communicated to release the direct coupling clutch (Cd) and the amount of oil supplied to the torque converter (T). increase.

In the direct clutch (Cd), the piston pressure chamber is connected to the fourth electromagnetic valve f (240), and the piston pressure chamber is connected to the fourth electromagnetic valve f (240).
40). The fourth solenoid valve (240) is
The solenoid (240a) is connected to the electronic control device, and when the solenoid (240a) is energized and excited, the boat (241) connected to the direct coupling clutch (Cd) is connected to the drain boat (
EX) to move the direct coupling clutch (Cd) to the released position yE side.

The second speed clutch (C2) is connected in parallel with the 27th accumulator (17°), and the third speed clutch (C3) is connected to the third accumulator (180) and the first control valve (180).
The fourth gear clutch (C4) is connected in parallel with the fourth accumulator (190) and the second control valve (190).
61) in parallel. As is well known, each of the accumulators (170), (180), and (190) reduces the shift shift, and the first control valve (180) and the second control valve (lf31) control the characteristics when the clutch is released. Determine. In addition, in FIG. 2, (CH) represents an aperture.

(800) is an electronic control unit equipped with a one-chip microcomputer, etc., and this electronic control unit (SOO) includes the aforementioned vehicle speed sensor (31) that detects the vehicle speed, and an accelerator that detects the opening of the throttle/<rub valve. A sensor (803) and a rotation speed sensor (80) that detects the rotation speed of the engine (E).
4) along with various sensors such as the above-mentioned solenoid valves (+40)
, (150), (240), (310), etc. are connected,
1 based on the output signal of each sensor.
1st prize will be awarded.

In such a hydraulic control circuit, as shown in the table below, the solenoids (14Qa) and (+50c) of the first and second solenoid valves (140) and (150) are connected to an electronic control device (800).
selectively energizes and opens each shift valve (L+
), (V2) opens and closes. And these shift valves (V+), (V2)
+), (C2), (C3).

(C4) to establish any one of the first to fourth speeds of the transmission gear mechanism (M) according to the vehicle speed and the opening degree of the throttle valve.

Next, the operation of this embodiment will be explained.

The automatic transmission of this automobile is shown in Figures 3, 4 and 5.
The series of processes shown in the flowchart in the figure is performed by the electronic control unit (
800) is repeatedly executed and controlled at a predetermined period.

First, when the ignition switch is turned on, in step (Pl), the electronic control device (such as setting the initial value of the flag)
In the 0th step (P2) where the CPU initialization process (initialization) of the engine (E)
Whether or not the engine is running on its own, that is, the engine (E)
A predetermined rotational speed (Neo) at which it can be determined that the rotational speed (Ne) is in the operating state (for example, 300 [r, p, m,]
), and if the engine (E) rotation fi (Ne) exceeds a predetermined rotation MOteo) and it is determined that the engine (E) is in the operating state, step (p
The process proceeds to step 3), and if the rotational speed (Ne) of the engine (E) is equal to or lower than the predetermined rotational speed (Neo), the process proceeds to step (P4).

In step (P3), input data is read from various sensors such as the vehicle speed sensor (31), followed by step CP5).
performs input data processing such as storage of input data.

Then, in the next step (R6), the speed ratio (e) of the torque converter (T) is calculated. This speed ratio (e
) is determined as the ratio of the rotational speed of the turbine launch (4) and the rotational speed of the pump impeller (2).

In the following step (R7), non-creep control is performed based on vehicle speed data, etc. In this step (R7), the current to be applied to the solenoid (310a) of the third electromagnetic valve (310) is determined, and in step (Po ), the third solenoid valve (310) is energized and the hydraulic pressure supplied to the first gear clutch (-) is adjusted.

In the next step (R8), shift control is performed according to the operating position of the shift lever, and the shift lever is operated to the forward automatic shift position (D3) or (D4) as shown in FIGS. 4 and 5, which will be described later. Shift control as shown in the figure is performed. Thereafter, in step (R9), capacity control of the direct coupling clutch (Cd) is performed based on the gear ratio (e) etc. calculated in step (R6).

On the other hand, in the step (R4) described above, processing is performed to maintain the gear stage of the automatic transmission at the third forward speed.
ro) to release the clutch (Cd).

After this, in step (Pi), output processing such as energizing the solenoid valve is performed based on the processing results of each step described above, and after the processing of this step (pH) is completed, start again from step (R2). Repeat the series of steps.

The speed change control in step (R8) is performed by executing the process shown in the flowchart of FIG. first,
After performing a map search in step (Ql), step (
In the next step (Q3), the shift schedule retrieved from the map is decoded in Ql), and the direct clutch (Cd) is controlled based on the result of decoding the shift schedule, and in the following step (Q4), the shift order is controlled. .

In the shift order control of step (Q4), a series of processes shown in the flowchart of FIG. 5 are performed. First, in step (Rh), it is determined whether the current gear position (SO) is smaller (lower speed) than the searched gear position (S), and the current gear position (SO) is determined to be lower than the searched gear position (S). ), proceed to step (R2).

If the current gear (SO) is the same as or larger than the searched gear (S), proceed to step (R8);
In 2), the down timer (YT) is reset and a predetermined time (Data O) is set, and in the following step (R3), it is determined whether or not the kick-down state is present, that is, the valve opening degree (TH) of the throttle valve is fully open (100 ( In this step (R3), the valve opening degree (
If it is determined that the valve opening (TH) is not fully open (100 [$1)], the process proceeds to step (R4), and the valve opening degree (T) l
) is determined to be fully open (100 [$]), the process proceeds to step (R7), and in step (R4),
It is determined whether or not the up timer (ZT) has completed (TOP) the time measurement, and if the up timer (ZT) has not completed the time measurement, the process advances to step (R5) and the current gear is set as the gear (S) to be commanded. (SO) and also outputs the up timer (
If the timing of ZT) has been completed, the process proceeds to step (R6) and outputs a gear position (SO+1) which is one step higher than the current gear position (SO) as the gear position (S) to be commanded. Then, as mentioned above, based on the commands in steps (Rs) and (Rs), the solenoid valve (1) is output in step (Po).
40) and (150) are energized. Therefore, the gear stage will not be shifted up beyond one gear, and will not be shifted up unless a predetermined period of time has elapsed, reducing the rate of change in the gear ratio over time and causing shift shock. reduced. After this, in step (R7),
The up timer (ZT) is reset and the predetermined time (Da
taO).

On the other hand, in the above step (R8), the above step (R
Similarly to 7), the up timer (ZT) is reset, and in the following step (R9), it is determined whether the searched gear position (S) and the current gear position (SO) are the same, and the searched gear position is changed. If the gear (S) and the current gear (SO) are the same, the process of step (R5) described above is performed, and if the searched gear (S) and the current gear (SO) are different, the step (Rh
Proceed to o). In the step (Pro), the town timer (
YT) is completed (TOP).
If the down timer (YT) has completed counting, the process proceeds to step (Rh) where it is determined whether the engine (E) rotation speed (Ne) is smaller than the predetermined rotation fi (Nel), and the down timer If the timing of (YT) is not completed, the current gear (SO) is maintained in step (R5) described above. Therefore, if the predetermined time has not elapsed, the current gear position (S
O) is maintained, no downshift is performed, and the time rate of change in the gear ratio is reduced, so that the shift shock can be alleviated.

In step (Ro), if it is determined that the rotational speed (Ne) of the engine (E) is smaller than the predetermined rotational speed (Net), the process proceeds to step (R12) where the gear is shifted one step lower than the current gear (SO). Command stage (SO-1). Therefore, it is difficult to shift down by more than one gear, and the shift shock is reduced. Also, step (Rh)
, the rotation speed (Ne) of the engine (E) reaches the predetermined rotation speed (Ne
t) or more, the above-mentioned step (R5)
to maintain the current gear (SO). Therefore, by performing a downshift, the engine (E) will not fall into an overspeed state in which it rotates at a rotation speed exceeding the allowable rotation speed. The valve opening degree (T)I) of the throttle valve is fully open (
100[H] or not, and if the valve opening degree (TH) is fully open, the step (R+□) is set;
If TH) is not fully open, step (R+s) +knock. In step (R+t), the town timer (YT
) and set a relatively short predetermined time (Data 1) in the town timer (YT),
Down timer (YT) in step (R+s)
and set the down timer (YT) to the time (D
ata 1 ) longer than the given u? 1ijl (Dat
Set a2). Therefore, when the gear stage is downshifted by more than one gear during kickdown or the like, the downshift can be carried out quickly, and it is possible to prevent a decrease in the driving performance (acceleration performance) of the vehicle.

As described above, in the automatic transmission for an automobile according to this embodiment, when the gear changes by more than one gear, the gear changes in accordance with the order of the gear ratios, resulting in excessive shift shock. The system improves the ride comfort without causing any problems, and since it prohibits shifting to the next gear until the time corresponding to the throttle valve has elapsed after changing one gear, it reduces the dynamic performance of the car during kickdown, etc. It is possible to further reduce the shift shock by reducing the temporal change rate of the gear ratio without causing any problems.

In the above-mentioned embodiment, the hydraulic control circuit has two shifts).
/<In order to exemplify the shift valve, from the viewpoint of regulating the shift order, it is sufficient to consider only the case where the gear changes continuously by two steps, but the present invention can also be applied to a shift valve having a larger number of shift valves. It goes without saying that this can be applied.

(Effects of the Invention) As described above, according to the automatic transmission for a vehicle according to the present invention, the order of changing gears is regulated in accordance with the magnitude of the gear ratio, and the throttle control after - Until the time corresponding to the valve opening of the valve has elapsed.
Since it is configured to prohibit the next gear shift, the vehicle's maneuverability during kickdown etc. will not be reduced.
It becomes possible to reduce shift shock.

[Brief explanation of the drawing]

1 to 5 show an automatic transmission for an automobile according to an embodiment of the present invention, in which FIG. 1 is a frame diagram of a power transmission system, FIG. 2 is a hydraulic circuit diagram, and FIGS. 3 and 4. and FIG. 5 are flowcharts. E...Engine Cd...Direct clutch T...Torque converter M...Speed gear mechanism Vl, V2...Shift valve C+, C2, C3, C4, C5...Hydraulic flanch 31 fight... Vehicle speed sensor 800...Electronic control device 803...Accelerator sensor 804...Rotation speed sensor Patent applicant Honda Motor Co., Ltd. Agent Patent attorney 2) 1) Toyo Parts Patent attorney
Kuni Ohashi, Patent Attorney Koyama
Same as right Patent attorney Shigeru No III Figure 1 M Jl: jlb

Claims (1)

[Claims] A gear that is interposed between an engine and a drive wheel, and in which elements are selectively connected/disconnected by a plurality of hydraulic clutches, and a gear stage corresponding to the connected/disconnected elements is established. a gear mechanism; a hydraulic circuit that selectively supplies pressure oil to the hydraulic clutch of the transmission gear mechanism by opening and closing a plurality of shift valves; and a driving means for driving the plurality of shift valves of the hydraulic circuit to open and close according to a shift schedule; In an automatic transmission for an automobile equipped with: when a plurality of shift valves of the hydraulic circuit operate in a related manner,
The operating order of the shift valves is regulated so that the gear stage changes according to the magnitude of the gear ratio, and the operation of the other shift valves is regulated until a time corresponding to the opening degree of the engine throttle valve has elapsed after the operation of one shift valve. An automatic transmission for an automobile characterized in that its operation is prohibited.