KR950007266B1 - Shift control system for an automatic transmission - Google Patents

Abstract

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Description

Shifting control of automatic transmission

1 is a golgi diagram showing the mechanical configuration of the automatic transmission.

2 is a hydraulic control circuit diagram.

3 is a control system diagram of a solenoid valve in this hydraulic control circuit.

4 is a flowchart art showing a control operation at the time of operation to the R range.

5 is an explanatory diagram of a solenoid pattern used by this control.

6 is similarly the oil temperature characteristic of the set time used by this control.

Fig. 7 is a flowchart of the subroutine which shows the control at the time of manufacture operation to the advance range.

FIG. 8 is a time difference art diagram showing the change in each hydraulic pressure by the control of FIG. 4 and FIG.

* Explanation of symbols for main parts of the drawings

10: automatic transmission 30: transmission gear mechanism

41 to 46: frictional engagement element 62: range selection means (manual valve)

66 to 68: shifting stage switching means (first to third solenoid valves)

200: control means (controller)

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift control apparatus of an automatic transmission, in particular a shift control apparatus having a countermeasure function at the time of a misoperation to the retraction range of a shift lever during forward driving.

In general, an automatic transmission mounted on a vehicle combines a torque defender and a transmission gear mechanism, and switches the power transmission path of the transmission gear mechanism by selective engagement of a plurality of friction fastening elements such as clutches and brakes. The stage is set automatically according to the operating state, and a hydraulic control circuit for selectively supplying the fastening pressure of the actuator of each frictional fastening element is provided.

In addition, in this type of automatic transmission, two ranges (or S ranges) for fixing the R range for retraction, the shift stage, or for limiting the transmission range, apart from the D range where the automatic transmission is performed as described above. 2 ranges (or L ranges), N ranges in which the transmission is in a neutral state, and P ranges for parking, and the like, and these ranges are selected by the driver by operating the shift lever.

However, if the range can be switched by the driver's operation in this way, for example, during the forward driving by the D range, there is a possibility that the shift lever may be operated in the R range by mistake, in which case a retraction speed is formed. At the same time, the engine brake is operated suddenly at the fastening of the frictional fastening element, and excessive load acts on the frictional fastening element, resulting in inconvenience such as lowering its durability.

Thus, for example, as disclosed in Japanese Patent Laid-Open No. 63-13949, a predetermined solenoid valve provided in the hydraulic control circuit when detecting that the vehicle is operated in the R range during forward driving at a predetermined vehicle speed or more is detected. By operating the power supply circuit to the frictional fastening element to be fastened in the receding speed, thereby preventing the fastening of the frictional fastening element to force the transmission gear mechanism into a neutral state. Prevention of occurrence has been done.

However, since the retraction speed is generally formed by engaging two frictional fastening elements (for example, a low-bearance brake and a reverse clutch), the transmission is in a neutral state during misoperation to the R range in the forward driving as described above. In order to achieve this, the engagement of one frictional fastening element (for example, a low-bearance brake) may be prevented. When the driver notices a misoperation and operates the shift lever again in the forward range, the other side of the frictional engagement element (e.g. reverse clutch), which is engaged by the retraction, is released and at the same time, The frictional fastening element is to be fastened to obtain the forward speed change.

However, when the release action of the frictional engagement element (reverse clutch in the above example) that has been engaged by the R-lay at the time of re-operation to this advance range is delayed, the friction that is engaged by this frictional engagement element and the forward speed change stage. A state in which the fastening elements are temporarily engaged together occurs, and the forward gear stage makes the transmission gear mechanism in the block direction. For this reason, in particular, a dragging state of the frictional engagement element that is delayed in the release operation occurs, which reduces the durability of the frictional engagement element.

SUMMARY OF THE INVENTION The present invention addresses the above problems in an automatic transmission, and avoids squeezing of the frictional fastening element when it is operated in the forward range again after being misoperated in the R range during the forward driving. Let it be a subject to prevent the fall of the durability.

In order to solve the said subject, this invention is characterized by the following structures.

First, the invention (hereinafter referred to as the first invention) according to claim 1 of the present application includes a transmission gear mechanism, a plurality of frictional engagement elements for switching the power transmission path of the transmission gear mechanism, and an operation by a driver. In the automatic transmission provided with a range selection means capable of selecting at least a forward range and a retract range, and a shift stage switching means for switching the shift stage by selectively supplying a fastening pressure to the respective frictional engagement elements in the battery range, The shift stage in which the input / output side of the transmission gear mechanism integrally rotates the shift stage from the time of reoperation to a predetermined time after the range selection means is operated in the retract range during forward driving, and then operated again in the advance range. A control to operate the shift stage switching means such that the input / output side of the shift gear mechanism is set at a step on the shift stage that is integrally rotated so as to be set at. A means is provided.

The invention according to claim 2 (hereinafter, referred to as a second invention) is characterized in that, in the automatic transmission similar to the first invention described above, when the range selection means is operated to the retreat range while the control means is moved forward. The shift stage switching means is operated so as to prevent the fastening of one side of the two frictional fastening elements fastened by the receding speed.

According to the above arrangement, when the range selection means is operated in the retreat range during the forward driving, and then again operated in the advance range, the shift stage is set in the specific forward shift stage despite the operation state at that time. . In this case, as this specific shifting means, a shift stage in which the input / output side of the shift gear mechanism is integrally selected is selected. In this shift stage, any element of the shift gear mechanism, in addition to the friction fastening requirement for forming the shift stage, is selected. And other frictional engagement elements (e.g. reverse clutches engaged by retraction) that engage the input or output side of the mechanism, the transmission gear mechanism does not become the block state, and therefore, Even if the release action of the fastened friction fastening element is late, the dragged state of the friction fastening element does not occur.

In particular, according to the second aspect of the present invention, when one of the two frictional fastening elements engaged by the retreating speed is prevented when operated in the retraction range during the forward driving, the transmission gear is operated again until the operation is performed in the forward range again. The mechanism is kept in a neutral state, and the action of overloading the frictional engagement element therebetween is avoided.

EMBODIMENT OF THE INVENTION Hereinafter, the Example of this invention is described.

First, the mechanical configuration of the automatic transmission according to this embodiment will be described with reference to FIG. 1. As a main component, the automatic transmission 10 has a torque converter 20 and an output of the converter 20 as main components. A plurality of frictional engagement elements 41 to 46 and one-way clutches 51 and 52, such as a clutch and a brake for switching the power transmission path of the gear 30 to the driven gear mechanism 30, By these, D, 2, 1, R ranges as driving ranges, 1 to 4 speeds by D range, 1 to 3 speeds by 2 range, and 1 to 2 speeds by 1 range are obtained. It is meant to be built.

The torque converter 20 is disposed in a shape opposite to the pump 22 fixed in the case 21 connected to the engine output shaft 1 and the pump 22, and the pump 22 is interposed with hydraulic oil. The stator which is installed between the driven turbine 23 and the pump 22 and the turbine 23 and is supported by the transmission case 11 via a one-way clutch 24 to perform a torque increasing action ( 25 and a lookup clutch 26 provided between the case 21 and the turbine 23 and directly connecting the engine output shaft 1 and the turbine 23 via the case 21. Consists of. Then, the rotation of the turbine 23 is connected to the pump shaft 12 penetrating the inside of the turbine shaft 27, the shaft 12 is driven by the oil pump 13 provided at the rear end of the transmission have.

On the other hand, the transmission gear mechanism 30 is constituted by a Ravigneaux-type planetary gear device, and a small-diameter sumoil sun gear 31 which is fluidly fitted on the turbine shaft 27. ), A large-diameter lazi sun gear 32 movably fitted on the same turbine shaft 27 at the rear of the sun gear 31, and a plurality of meshes engaged with the sumo solar gear 31; The short pinion gear 33, the long pinion gear 34, the carrier 35 which supports the short pinion gear 33 electrically, and the ring gear 36 meshed with the long pinion gear 34 is comprised. It is.

Then, the forward clutch 41 and the first one-way clutch 51 are interposed between the turbine shaft 27 and the sumo solar gear 31 in series, and these clutches 41 are provided. The clutch clutch 42 is interposed in parallel with the 51 and 3-4 clutch 43 is interposed between the turbine shaft 27 and the carrier 35, and this turbine shaft is provided. The reverse clutch 44 is interposed between 27 and the large sun gear 32. Further, between the large solar gear 32 and the reverse clutch 44, a 2-4 brake 45 made of a hand brake for fixing the large solar gear 32 is provided, and the carrier ( Between the 35 and the transmission case 11, a second one-way clutch 52 which receives the reaction force by the carrier 35 and a low-bearance brake 46 which fixes the carrier 35 are installed in parallel. It is. The ring gear 36 is connected to the output gear 14, and rotation is transmitted from the output gear 14 to the left and right wheels (not shown) via a differential device.

Here, when the relationship between the operation state of the frictional fastening elements 41 to 46 and the one-wear clutches 51 and 52 and the shifting stage of the respective clutches and brakes is summed up, as shown in the first table, do.

TABLE 1

Next, with reference to FIG. 2, the oil pressure control circuit 60 that delivers oil pressure to the actuators of the frictional engagement elements 41 to 46 will be described. Here, of each actuator, the hydraulic actuator 45 'of the 2-4 brakes 45 is composed of a surgeon piston having an apolite port 45a' and a lily isopot 45b ', and an apolite port When the hydraulic pressure is supplied only to 45a ', the 2-4 brakes 45 are fastened, and when the hydraulic pressure is not supplied together with the double pot 45a' and 45b 'and the double pot 45a' 45b. When the hydraulic pressure is supplied together, the 2-4 brakes 45 are released. The actuators of the other frictional engagement elements 41 to 44 and 46 are constituted by ordinary hydraulic pistons, and engage the frictional engagement element when hydraulic pressure is supplied.

In this hydraulic control circuit 60, as a main component, a control valve which adjusts the pressure of the hydraulic oil discharged from the oil pump 13 shown in FIG. 1 to the main line 110 to a predetermined line pressure. (61), a manual valve (62) for selecting a range by manual operation, and one-to-one operation for supplying hydraulic pressure to each frictional engagement element (actuator) 41 to 46 by operating in accordance with a shift stage. The shift valves 63, 64, and 65 of 2, 2-3, 3-4 are provided.

The manual valve 62 has an input port e through which line pressure is introduced from the main line 110, and first to fourth output ports a to b. By moving, the input port (e) is connected to the first and second output ports (a) and (b) by the D range and the second range, and the first and third by the first range. The output ports a, c, and the R range communicate with the fourth output port d, respectively. The first to fourth output lines 111 to 114 are connected to the output ports a to d, respectively.

In addition, the 1-2,2-3,3-4 shift valves 63, 64, and 65 respectively use sprues 63a, 64a, and 65a to springs (not shown). By the figure, it is the structure pressed to the right side, and these spooler pots 63b, 64b, 65b are formed. The first pilot line 116 introduced from the main line 110 via the line 115 is connected to the pilot port 63b of the 1-2 shift valve 63, and the 2-3 shift is performed. A second pilot line 117 branched from the first output line 111 is connected to the pilot port 64b of the valve 64, and the pilot port 65b of the 3-4 shift valve 65 is connected. ) Is connected to the third pilot rail 118 introduced from the main line 110, and to the pilot lines 116, 117, and 118, the first, second, and third, respectively. Solenoid valves 66, 67 and 68 are provided.

These solenoid valves 66 to 68 drain the pilot ports 63b to 65b when the respective solenoid valves 66 to 68 are ON, and each of the pilot lines 116 to the corresponding shift valves 63b to 65b. Pilots are introduced from 117 and 118 so that sprues 63b to 65b are located on the left side, respectively.

Here, as shown in FIG. 3, the solenoid valves 66 to 68, and the solenoid valves 92, 99 and the duty solenoid valves 93 and 96 which are described later are controlled. A controller 200 is provided, and the controller 200 includes a vehicle speed sensor 201 for detecting a vehicle speed of the vehicle, a draw for detecting an opening degree of an engine road, an opening degree sensor 202, and the automatic The signal from the shift position sensor 203 for detecting the position (range) of the shift lever provided in the transmission, the signal from the oil temperature sensor 204 for detecting the temperature of the hydraulic oil of this differential transmission, and the hydraulic oil of the automatic transmission The signal from the oil temperature analyzer 204 which detects the temperature of the signal is input. Then, the controller 200 controls each of the solenoid valves 66 to (x) based on a map set in advance according to the opening degree of the vehicle speed of the vehicle and the engine draw for each range selected by the shift lever (not shown). 68) ON and OFF control. As a result, the positions of the sprues 63a to 65a of the shift valves 63 to 65 are switched so that the respective fastening elements 41 to 46 can be tightened by the combination shown in the first table. Thus, the speed change stage is switched in accordance with the operating state. In that case, the relationship between the shift stages in the forward ranges of D, 2 and 1 and the mating patterns of ON and OFF of the solenoid valves 66 to 68 are set as shown in the second table. have. In addition, at the time of 3-2 shift down shift by the D range, the intermediate pattern shown in the table is passed.

TABLE 2

On the other hand, of the first to fourth output lines 111 to 114 connected to the respective output ports a to b of the manual valve 62, the respective forward ranges of D, 2 and 1 are used. The line 119 is branched from the first output line 111 communicating with the main line 110 by this, and the line 119 becomes the forward clutch in, and is interposed through the one-way orifice 71. It is introduced to the old clutch 41. Therefore, the forward clutch 41 is always engaged by the D, 2, and 1 ranges. Here, the N-D accumulator 73 for buffering when fast forward fastening is connected to the nsrl line 120 of the forward clutch line 119 via the one-way orifice 72 is connected.

In addition, the first output line 111 is introduced into the 1-2 shift valve 63, and the first solenoid valve 66 is turned on so that the sprue 63a of the shift valve 63 is located on the right axis. When located, it communicates with the servo line 121 and reaches the servo piston 45 'via the one-way orifice 74. Therefore, when the first solenoid valve 66 is turned ON by the D, 1, 2 ranges, that is, by the 2, 3, 4 speeds, the 2, 3 speeds of the 2 ranges, and the 2 speeds of the 1 range. When the hydraulic pressure (servo fly pressure) is introduced into the applicator 45a ', and the hydraulic pressure (servo release pressure) is not introduced into the lily spot 45b', 2-4 brakes ( 45) is fastened. Further, the 1-2 accumulator 75 for shock absorbing at the time of 2-4 brake engagement is connected to the applicator 45a 'via the line 122.

The first output line 111 is also introduced to the 3-4 shift valve 65, the third solenoid valve 68 is OFF, and the sprue 65a of the shift valve 65 is located on the left side. When in communication with the line (123). This line 123 is introduced into the 2-3 shift valve 64, when the second solenoid valve 67 is ON, and the sprue 64a of the shift valve 64 is located on the right side, It communicates with the coast clutch line 124. The cost clutch line 124 communicates with the cost clutch 42 via the one-way orifice 76 and the bowl valve 77, and thus, the second solenoid valve 67 is provided in the ranges 2 and 1. Is ON and the third clutch solenoid valve 68 is OFF, that is, the coast clutch 42 is engaged by the 2nd speed of the 2nd range and the 1st and 2nd speed of the 1st range.

On the other hand, the 2nd output line 112 which communicates with the main line 110 by D and 2 ranges is introduce | transduced into the 2-3 shift valve 64. As shown in FIG. This line 112 is connected to the 3-4 clutch line 125 when the second solenoid valve 67 is OFF and the spowl 64a of the 2-3 shift valve 64 is located at the left side. Communicate. The line 125 further reaches the 3-4 clutch 43 via the one-way orifice 78. Therefore, when the second solenoid valve 67 is turned OFF by the D and 2 ranges, that is, the 3-4 clutch 43 is engaged by the 3 and 4 speeds of the D range and the 3 speeds of the 2 ranges. Further, a buffer accumulator 80 at the time of fastening the 3-4 clutch 43 is connected to the branch line 126 of the 3-4 clutch line 125 via the one-way orifice 79. have.

Here, the line 127 branched from the 3-4 clutch line 125 is introduced into the 3-4 shift valve 65, the third solenoid valve 68 is OFF, and the switch of the shift valve 65 is turned off. When it is located to the left of the pool 65a, it communicates with the line 128, and communicates with the servo line 129 via the 2-3 timing valve 81. This line 129 reaches the lily isoport 45b of the western piston 45 'via the one-way orifice 82. Therefore, when the second and third solenoid valves 67 and 68 are simultaneously turned off by D and 2 ranges, that is, by the 3rd speed of the D range and the 3rd speed of the 2nd range, the servo piston 45 ' ) Is introduced into the pressure release pressure of the lily dropper 45b ', and the 2-4 brakes 45 are released.

In addition, the line 130 branched from the servo release line 129 passes through the coast timing valve 83, the line 131, and the bowl valve 77, and the coast clutch line 124. ), The cost clutch 42 is reached. Therefore, the coast clutch 42 is also fastened by the third speed of the D range and the third speed of the second range where the hydraulic pressure is introduced into the servo release line 129.

In addition, the third output line 113 communicated with the main line 110 by one range by the manual valve 62 is 1 via the valve valve 84 and the line 132 which operate as a switching valve. It is introduced to the -2 shift valve 63. The line 132 is connected to the low pressure brake line 133 when the first solenoid valve 66 is turned off and the sprue 63a of the 1-2 shift valve 63 is located on the left side. In communication with each other, it reaches the roller bearing brake 46 via the one-way orifice 85. Therefore, when the first solenoid valve 66 is turned off by one range, that is, the low pressure brake 46 is engaged in one speed of the first range.

In addition, a bypass line 134 for bypassing the one-way orifice 85 is provided at the low pressure brake line 133. This bypass line 134 branches from the upstream side of the one-way orifice 85 to the 3-4 shift valve 65 and from the 3-4 shift valve 65. A second line 134b extending downstream of the one-way orifice 85, the third solenoid valve 68 is OFF, and the sprue 65a of the 3-4 shift valve 65 is located on the left side. In this case, the first and second lines 134a and 134b communicate with each other.

In addition, the accumulator 87 for buffering when the low-pressure orifice brake is engaged via the one-way orifice 86 is connected to the branch line 135 of the low-low bus line 133.

Moreover, the 4th line 114 which communicates with the main line 110 by R range is 1 through the line 136 branched from this line 114, the said valve | bulb valve 84, and the line 132. It is connected to the -2 shift valve 63 and becomes the reverse clutch line 137 to reach the reverse clutch 44. Therefore, in the R range, when the first solenoid valve 66 is OFF, the low pressure brake 46 is engaged, while the reverse clutch 44 is always engaged.

In addition, in the hydraulic control circuit 60, as shown in FIG. 1, the lock-up shift valve 88 for operating the look-up clutch 26 in the torque converter 20 and the lock-up shift valve 88 are interposed. A lock control valve 89 for adjusting the hydraulic pressure supplied to the torque transformer 20 is provided.

The lock-up shift valve 88 is connected to a torque converter line 138 introduced from a control valve 61 via a relief valve 90, and is formed at both ends of the shift valve 88. The second pilot ports 88a and 88b have lines 140 and 141 branched from the main line 110 and branched from the pilot line 139 provided with the solenoid pressure reducing valve 91. Connected. Then, the fourth solenoid valve 92 for lockup is installed in the line 140, and when the solenoid valve 92 is ON, the sprue 88c of the lockup shift valve 88 is located on the right side. The torque converter line 138 is engaged with the lock-up clutch 26 by increasing the internal pressure of the torque converter 20. Further, when the solenoid valve 92 is turned off and the sprue 88c of the lockup shift valve 88 moves to the left side, the lockup control valve 89 and the line 143 of the torque converter line 138 are turned off. The lock-up release line 144 communicates with each other and the lock-up release pressure is introduced into the torque converter 20.

In that case, the pilot pressure introduced from the pilot line 139 to the pilot port 89a at one end of the lockup control valve 89 is adjusted by the first duty solenoid valve 93, whereby the lockup release pressure By this control, the lockup clutch 26 is controlled to be in a fully released state or a predetermined slip state.

In addition to the above-described configuration, the hydraulic control circuit 60 is provided with the above-described coast timing valve 83 and the 2-3 timing valve 81 for adjustment of the rapid distribution timing of the hydraulic pressure in each transmission. A pass valve 94 and a 3-2 timing valve 95 are provided.

The coast timing valve 83 is a line 130 branched from the servo release line 129 as described above, and a line 131 which communicates with the cost clutch line 124 via a valve 77. Servo full line pressure is supplied to the one end of the spun 83a by the line 145 branched from the servo pulley line 121. Then, when the sum of the servo release pressure supplied to the other end of the sprue 83a by the servo release line 129 and the pressing force of the spring overcomes the servo pulley pressure, the sprue ( 83a) moves to the right to communicate the lines 130 and 131 with each other. Therefore, in the case of 2-3 shift-up shifts in the D range and the second range where the coast clutch pressure is supplied to the coast clutch 42 via these lines 130 and 131, the servorelease pressure is reduced. After sufficiently raising, that is, the 2-4 brakes 45 are reliably released, the coast clutch 42 is fastened, and the 2-4 brakes 45 and the coast clutch 42 are brought into a fastening state at the same time. The block state of the transmission gear mechanism 30 is prevented. In addition, since a servo pressure is introduced at one end of the sprue 83a, the timing and servo are changed according to the line pressure at the timing at which the lines 130 and 131 communicate with each other. The correspondence relationship between the release pressure and the pressure level is set appropriately.

In addition, the bypass valve 94 is provided on the bypass line 146 for bypassing the one-way orifice 78 installed in the 3-4 clutch line 125, and the 3-4 clutch line. Hydraulic pressure (3-4 clutch pressure) downstream from the one-way orifice 78 of 125 is supplied to one end of the spun 94a. Of the second duty solenoid valve 96. From the throttle modulator valve 97 which generates the drawzl modulator pressure according to the engine load by the operation and supplies it to the control valve 61, the throttle modulator pressure is transmitted via the line 147. The other end of the spun 94a in the bypass valve 94 is supplied. When the 3-4 clutch pressure rises above the predetermined value and moves to the left side of the spun 94a, the bypass line 146 is shut off. Accordingly, the 3-4 clutch pressure is quickly supplied by the bypass line 146 at the start of supply, and then smoothly supplied by the one-way orifice 78, thus shifting the shift by 2-3 shifts. The tightening timing of the 3-4 clutch 43 in the city is adjusted, and the timing is changed according to the opening degree of the engine. Here, in the line 148 for supplying the throttle modulator pressure to the control valve 61, a pressure accumulator 98 for cushioning at the time of supply of this hydraulic pressure is provided.

In addition, the 2-3 timing valve 81 is provided between the line 128 introduced from the 3-4 shift valve 65 and the servo-relief line 129, and the spool 81a. The hydraulic pressure (3-4 clutch pressure) in the 3-4 clutch line 125 is introduced through the line 149 at one end thereof, and the servorelease pressure is introduced at the other end thereof. By operating the 3-4 clutch pressure and the servorelease pressure, the servorelease line 129 is communicated with the line 128 or drained, thereby reducing the servorelease pressure to 3-4 clutch. The pressure is adjusted in correspondence with the pressure.

The 3-2 timing valve 95 may include a first bypass line 150 for bypassing the one-way orifice 74 on the sub-pull line 121 and the forward clutch line 119. It is provided across the 2nd bypass line 151 which bypasses the one-way orifice 71 of an upper image. Then, one end of the spun 95a is connected to the pilot line 152 introduced from the main line 110 via the line 115, and further connected to the middle of the spun 95a. A drain line 153 branched from the borilly line 129 is connected, and a fifth solenoid valve 99 is provided in the pilot line 152.

The 3-2 timing valve 95 is operated by the fifth solenoid valve 99, so that the first, second, and second shift-up transmissions, the 3-2 shift-down transmission, and the 4-2 gift-down shift are performed. The second bypass lines 150 and 151 are opened and closed to control the hydraulic pressure distribution timing at the time of these shifts.

That is, in the case of the 1-2 shift up shift, the first bypass line 150 is first opened to rapidly supply the servo pulley pressure to the amplifier port 45a 'of the servo piston 45'. By blocking the first bypass line 150 when a predetermined time has elapsed since the start of shifting during shifting, the second half of the shifting operation is performed slowly through the one-way orifice 74 through the servo pulley pressure. Supply it.

In the 3-2 shift-down shift, the drain line 153 is first opened at the start of the shift, and then the drain line 153 is cut off. Thereby, the one-way orifice 82 in which the servorelease pressure is quickly discharged by the drain line 153 in the first half of the shift operation and in the discharge direction on the servorelease line 129 in the second half is shifted. ) Will be discharged smoothly.

At the time of 4-2 shift-down shifting, the first half of the shifting operation opens the second bypass line 51 to quickly supply the lower clutch pressure to the forward clutch 41, and the shifting operation is performed. In the second half of the second bypass line 151, the forward clutch is gently supplied to the forward clutch by the one-way orifice 71 by the clamping action.

Next, as a feature of the present invention, the control at the time of the misoperation to the R range during the forward run by the controller 200 shown in FIG. 3 will be described.

As indicated by the flowchart art in FIG. 4, the controller 200 reads the shift position P, the vehicle speed V and the oil temperature t at the stem S ₁ based on the signals from the respective sensors, and then at the stem S ₂ . It is determined whether the shift position P is 'R'. And, it is determined whether the shift lever is operated by the R range, when in the P = ˝R˝, stem S ₃ the vehicle speed V is the predetermined value V _o at least. This predetermined value V _o is a value for the vehicle speed at the time of forward movement, and therefore V <V _o at the time of retraction in which the vehicle speed V becomes negative, in this case, the controller 200 is a normal value by the system S _{4 to} S ₈ . Count at the time of retreat.

In this control, first, the manual valve 62 in the hydraulic control circuit 60 moves to the R position in FIG. 2, and the main line 110 communicates with the fourth output port d. It becomes the reverse clutch pressure, is supplied to the reverse clutch 44 via the line 137, and this clutch 44 is fastened.

On the other hand, the controller 200 is a combination pattern of ON and OFF of the first to third solenoid valves 66 to 68 for shifting in the stem S ₄ , that is, the solenoid pattern. The pattern 1 is adopted. This pattern (1) includes all the sprues (63a), (64a), (65a) of the 1-2 shift valve (63), the 2-3 shift valve (64), and the 3-4 shift valve (65). To the left axis. Therefore, after the hydraulic pressure from the fourth output port d is introduced into the 1-2 shift valve 63 via the lines 114, 136, and 132, it becomes the low pressure brake pressure. The one-way orifice 85 is supplied to the low-pressure bearers brake 46 via the low-pressure bearers brake line 123, and at this time, in the 3-4 shift valve 65, the one-way orifice 85 Since the first and second lines 134a and 134b of the bypass line 134 communicate with each other, the low pressure brake pressure is reduced by the bypass line 134. 46).

Then, a pattern displayed at the same time to keep the solenoid pattern until it is determined lapse of the set time in step S ₅ as the pattern 1, the set time has elapsed, the solenoid pontoon in step S ₆ in the following in FIG. 5 ( Switch to 2). The pattern 2 is the third solenoid valve 68 is turned on, thereby moving to the right axis of the sprue 65a of the 3-4 shift valve 65, so that the bypass line 134 It is interrupted between the first and second lines 134a and 134b, and the low pressure brake pressure passes through the one-way orifice 85 to be supplied to the low pressure brake 46.

In other words, in the initial stage of the shift to the receding speed, the low-pressure brake pressure is supplied quickly, and the formation of the feed-in pressure reduction of the NR pressure measuring device 87 is promoted. It becomes gentle and matches with the operation | movement of the said side pressure gauge 87, and the fastening layer area | region of the low noise brake 46 will be loosened. In that case, as shown in the said set time, FIG. 6, the oil temperature t is low and it becomes high, so that a viscosity is high, and formation of the said boring pressure can be ensured.

Subsequently, if the shift position P does not become 'R' by the operation of the shift level, step S ₈ is executed from step S ₅ to shift to normal solenoid control.

On the other hand, in the case where the shift position P =, R˝, when the vehicle speed V is equal to or larger than the predetermined value V _o , that is, when the shift lever is mistakenly operated in the R range during forward driving, the controller 200 performs step S. FIG. Then, the solenoid pattern is set to the pattern 3 shown in FIG. In this pattern, the first solenoid valve 66 is turned on, so that the sprue 63 of the 1-2 shift valve 63 is moved to the right and the low pressure brake line 133 is drained. . Therefore, as the manual valve 62 moves to the R position, the reverse clutch 44 is only fastened, and the low bias brake 46 is prevented from being fastened. As a result, the transmission gear mechanism 30 is in a neutral state during the misoperation to the R range during the forward driving, and the reverse clutch 44 is prevented from overloading the low-pressure brake 46. do.

And, when the driver hayeoteul the operation of the cell range such as noticing an erroneous operation, the shift lever is the D-range, the controller 200 performs control at the time of eliminating an erroneous operation by the step S _11.

This control, is carried out according to a seventh flow diagram shown in the tea art, the controller 200, the fourth degree and then in step S ₁₀ that the shift position P is no longer ˝R˝ determined that, the first step of 7 degrees It is determined in S ₂₁ to the shift position P again, and this in ˝D˝ ˝2˝ or when, in step S _22, employs the solenoid of the pontoon 3 shorthand of the D-range or 2-range displayed in the second table. And, to keep the lapse of time, the situation in this state until the step S ₂₃ is determined.

Referring to FIG. 8, the change in the state of sudden supply and discharge of each hydraulic pressure and the operation of each frictional engagement element are explained first. Thus, the forward clutch pressure and the servobore pressure are discharged so that the forward clutch 41 and the 2-4 brakes 45 are released (sign ㉮, ㉯reverse clutch pressure are supplied, and reverse) The clutch 44 is engaged (symbol.), At which time the supply of the low reverse brake pressure to the engagement of the low reverse brake 46 is supported, and the transmission gear mechanism 30 is neutral as indicated by symbol ㉱. The state is as described above.

Next, when the sheath P again becomes ˝D˝, the reverse clutch pressure is drained, the reverse clutch 44 is released (sign ㉲), and the forward is set by setting the three-speed solenoid pattern. Adhering clutch pressure, 3-4 clutch pressure and cost clutch pressure are supplied so that forward clutch 41, 3-4 clutch 43 and cost clutch 42 are fastened (symbols ㉳, ㉴), Although the gear stage is set at the third speed, in the beginning of the transmission at the third speed, as indicated by the symbol ㉲, the reverse clutch pressure is not completely discharged and the reverse clutch 44 is not completely released yet. have. That is, the state where the reverse clutch 44 and the three forward forming clutch 41, the 3-4 clutch 43, and the like are engaged together is generated temporarily.

However, as is apparent from FIG. 1, at the third speed, the carrier 35 of the sumoul sun gear 31 of the transmission gear mechanism 30 is coupled to the turbine shaft 27 together, whereby the transmission gear mechanism 30 Therefore, the entire block of the transmission gear mechanism 30 does not occur even if the large sun gear 32 is engaged with the turbine shaft 27 by the reverse clutch 44. will be.

That is, as indicated by the dashed line in FIG. 8, when the servo fly pressure is supplied immediately in order to return to the second speed before misoperation during the manufacturing operation to the D range, the forward clutch 41 and 2 In the second speed state in which the -4 brakes 45 are engaged, the reverse clutch 44 is not completely released, but in the second speed, relative rotation occurs in the driving side and the driven side of the reverse clutch 44. Therefore, the transmission gear mechanism 30 tends to be more block, and the trailing clutch 44 is generated. However, the above situation is avoided because it is set at three speeds during the re-operation to the D range as described above.

After the set time has elapsed from the sawing operation to the D range, the reverse clutch pressure is completely discharged, the above 3-4 clutch pressure and the coast clutch pressure are discharged, and the servo ply pressure is supplied. (Symbols ㉶, ㉷), the 3-4 clutch 43 and the coast clutch 42 are released, and the 2-4 brakes 45 are engaged, and the shift stage returns to the second speed of the misoperation operation.

Herein, the operation is not limited to the case where the misoperation occurs in the second speed state as described above, but is performed in the R range in the 1st and 4th speeds with relative rotation between the driving side and the driven side of the reverse clutch 44. Even in the event of a malfunction, the double-block state of the transmission gear mechanism and the drag of the reverse clutch are similarly prevented by shifting to the third speed in the manufacturing operation.

As described above, according to the present invention, when the shift lever is operated in the R range by mistake during the forward driving, and then operated in the advance range again, the shift stage is provided between the transmission gear mechanism and the predetermined time. Since the input / output side is set at the shift stage in which the unit rotates integrally, the transmission gear mechanism does not become in the block state even if the release action of the frictional engagement element for the post-reduction form, which is engaged at the time of incorrect operation to the R range, is delayed. do. Therefore, the drag of the frictional fastening element for the post-deceleration forming and the durability of the frictional fastening element accompanying this occurrence are prevented from occurring.

According to the second invention, the transmission gear mechanism becomes a neutral center when the R range is erroneously operated, and sudden operation of the engine brake is avoided, and at the same time, the action of the overload on the frictional engagement element during the erroneous operation is avoided. Also, the deterioration of the durability of the frictional engagement element can be prevented more effectively.

Claims (2)

A transmission gear 30, a plurality of frictional engagement elements 41 to 46 for switching the power transmission alarm of the transmission gear mechanism, and a range selecting means capable of selecting at least a forward range and a retract range by being operated by a driver ( 62) and a shift control apparatus of an automatic transmission having shift stage switching means for switching the shift stage by selectively supplying the fastening pressure to the frictional engagement elements in the forward range, wherein the range selection means retracts during the forward driving. After operating in the range, the gear shift stage is set to a shift stage in which the input / output sides 27 and 36 of the transmission gear mechanism are integrally rotated for a predetermined time from the time of manufacture when the gear is operated with the forward gear again. And a control means for operating the shift stage disease means (200). 2. The control means (200) according to claim 1, wherein the control means (200) prevents the engagement of one of the two frictional engagement elements (44, 46) engaged by the retraction speed when the range selection means is operated in the retraction range during the forward driving. A shift control apparatus for an automatic transmission, characterized in that for automatically shifting the shift stage switching means.