JP3136803B2 - Control device for automatic transmission - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for an automatic transmission.

[0002]

2. Description of the Related Art Conventionally, in an automatic transmission, rotation generated by an engine is transmitted to a speed change mechanism via a fluid transmission, and each speed step is achieved in the speed change mechanism. For this reason, the transmission mechanism has a plurality of planetary gear units, and the elements constituting each of the planetary gear units are selectively engaged and disengaged by frictional engagement elements,
Each gear is achieved.

A hydraulic circuit is provided for engaging and disengaging the friction engagement elements, and the regulated oil is supplied to and discharged from a hydraulic servo corresponding to each friction engagement element at a predetermined timing. , The frictional engagement element is disengaged.

In a conventional automatic transmission, P
(Parking), R (Reverse), N (Neutral), D (Drive), L (Low), S (Second) ranges are provided. Automatically by selecting each range according to the driver's will. The gear change is carried out automatically.

[0005] For example, in an automatic transmission with five forward speeds and one reverse speed, when the driver selects the D range according to the driving conditions, for example, the vehicle speed, the throttle opening, etc. When the S range is selected, the speed is automatically changed between the first speed and the third speed, and when the L range is selected, the speed is automatically changed between the first speed and the second speed.

The selection of each range by the driver's intention is performed by moving the shift lever to shift positions arranged on a straight line. That is, shift positions arranged in a so-called "I" shape can be selected.

However, in the above-mentioned automatic transmission, it is not possible to freely select a gear manually and the shift feeling is lacking. Therefore, there has been provided a device in which a shift lever is turned in a shift path to make contact with a sensor, and a shift speed is achieved by an electric signal of the sensor (see JP-A-2-8545). Further, in addition to the shift positions arranged in an “I” shape used in the conventional automatic transmission, a so-called “H” similar to the manual shift is used.
Japanese Patent Application Laid-Open No. 61-157855 discloses a configuration in which shift positions arranged in a character shape are selected.

In this type of automatic transmission, a driver can operate a shift lever to achieve a predetermined shift speed, so that a shift feeling can be obtained. A hydraulic circuit for operating the transmission mechanism, and a control device for controlling the hydraulic circuit,
Since the same thing as the conventional one is used, the structure is such that the shift shock is suppressed, the shift response is low, and the shift feeling is correspondingly lost.

Therefore, the accumulator provided for each hydraulic servo in the hydraulic circuit of the automatic transmission is removed, the regulator valve is operated by an electric signal from the control circuit, and the pressure is adjusted to set each gear. There is provided a type in which a hydraulic pressure is formed and the hydraulic oil is supplied to each shift valve to increase a shift response.

[0010]

However, in the above-mentioned conventional automatic transmission, the pressure-regulated oil is supplied to and discharged from the hydraulic servo, and the frictional engagement element is disengaged and engaged at a predetermined timing to perform the gear shift. Therefore, the hydraulic pressure changes slightly due to a change in the temperature condition, and for example, a smooth shift cannot be performed at an extremely low temperature. In addition, since each shift speed is achieved by electrical control, the load on the computer increases, such as the need to perform multiplex control.

Further, when the regulator valve fails, it becomes impossible to form a hydraulic pressure necessary for achieving a shift, and it is impossible to perform a shift.

The present invention solves the above-mentioned problems of the conventional control device for an automatic transmission, and the shift characteristics cannot be changed due to a change in temperature conditions, and the shift cannot be performed due to a failure of a regulator valve or the like. It is an object of the present invention to provide a control device for an automatic transmission, which can increase a shift response without any problem.

[0013]

For this purpose, the control apparatus for an automatic transmission according to the present invention has a variable function corresponding to the driving conditions.
Automatic shift mode to achieve the speed and shift lever shift
Manual shift mode to achieve the desired gear position
Automatic transmission control device that allows the user to select the
Here, a D range pressure generating means for generating a D range pressure for forward traveling, and a D range hydraulic circuit is provided between the D range pressure generating means and the hydraulic servo via at least one shift valve. The D-range hydraulic circuit supplies the D-range pressure oil to the hydraulic servo via the shift valve.

Further, a D range hydraulic circuit and pressure control pressure generating means for generating a pressure control pressure different from the D range pressure are provided, and the shift valve is provided between the pressure control pressure generating means and the hydraulic servo via the shift valve. Thus, a quick shift hydraulic circuit is provided in parallel with the D range hydraulic circuit. The quick shift hydraulic circuit supplies the oil of the pressure control pressure to the hydraulic servo via the shift valve.

In the manual shift mode, there is provided means for selecting normal shift control for shifting with a normal shift response and quick shift control for shifting with a higher shift response. When the quick shift control is selected, pressure control pressure supply is performed. Means are adapted to supply oil of the quick shift hydraulic circuit to the hydraulic servo.

[0016]

According to the present invention, as described above,
Automatic gear shift mode that achieves gears according to driving conditions
And any gear position corresponding to the shift position of the shift lever
Allows to select manual shift mode to achieve
In a control device for an automatic transmission, a D range pressure generating means for generating a D range pressure for forward traveling, and a D range hydraulic circuit through at least one shift valve between the D range pressure generating means and a hydraulic servo. Provided. The D-range hydraulic circuit supplies the D-range pressure oil to the hydraulic servo via the shift valve. In this case, the hydraulic pressure in the hydraulic servo rises at a normal speed.

Also, a D range hydraulic circuit and pressure control pressure generating means for generating a pressure control pressure different from the D range pressure are provided, and the shift valve is interposed between the pressure control pressure generating means and the hydraulic servo via the shift valve. Thus, a quick shift hydraulic circuit is provided in parallel with the D range hydraulic circuit. The quick shift hydraulic circuit supplies the oil of the pressure control pressure to the hydraulic servo via the shift valve.

In the manual shift mode, there is provided means for selecting a normal shift control for shifting with a normal shift response and a quick shift control for shifting with a higher shift response than normal. When the quick shift control is selected, a pressure control is performed. The pressure supply means supplies the oil of the quick shift hydraulic circuit to the hydraulic servo. In this case, since the oil of the D range pressure and the oil of the pressure control pressure are simultaneously supplied to the hydraulic servo, the oil pressure in the hydraulic servo rises at a higher speed than usual.

Further, since switching between the normal shift control and the quick shift control is performed by supplying oil from the quick shift hydraulic circuit, there is no need to use a regulator valve. Therefore, the shift characteristic does not change due to the change in the temperature condition, and the shift cannot be disabled due to the failure of the regulator valve.

[0020]

Embodiments of the present invention will be described below in detail with reference to the drawings.

FIG. 2 is a diagram showing the operation of the automatic transmission equipped with the control device of the present invention.

First, at the first speed (1ST) in the D range, the first clutch 120 and the third clutch 110 are engaged. At this time, the third clutch 110 is engaged and the fourth one-way clutch 200 is locked.

Next, in the second speed (2ND), the first
The fourth brake 180 is engaged in addition to the clutch 120 and the third clutch 110. In this case, as the fourth brake 180 is engaged, the second one-way clutch 220 is locked.

In the third speed (3RD), the first clutch 120, the third clutch 110 and the second brake 160
Are engaged. In this case, as the second brake 160 is engaged, the first one-way clutch 210
Is locked.

In the fourth speed (4TH), the first clutch 120, the second clutch 130, and the third clutch 110
Are engaged.

At the fifth speed (5TH), the first clutch 120, the second clutch 130 and the sixth brake 140
Are engaged. The third, previously engaged,
The clutch 110 is released and the sixth brake 140 is engaged.

In reverse (REV), the second
The clutch 130, the fifth brake 190, and the sixth brake 140 are engaged.

Next, the operation of the control device for an automatic transmission according to the present invention will be described.

In the control device for an automatic transmission according to the present invention, the driver can select the automatic shift mode or the manual shift mode by operating the shift lever.

In the automatic shift mode, the shift speed is automatically selected in accordance with each range pressure selectively generated by the manual valve and running conditions such as throttle opening, vehicle speed, engine speed, and the like. Oil is selectively supplied to each hydraulic servo, and the friction engagement element is disengaged.

In the manual shift mode, a switch for detecting the gear position selected by the driver is provided at the shift position of the shift lever, and an electric signal from the switch is sent to the control device to control the control. The device supplies oil to a predetermined hydraulic servo.

In both the automatic shift mode and the manual shift mode, the D range pressure, the third speed range pressure, the second speed range pressure, the L range pressure, the N range pressure, the R range pressure and the P range pressure can be obtained by a manual valve. I can do it. A 1-2 shift valve, a 2-3 shift valve, a 3-4 shift valve, and a 4-5 shift valve are provided in order to achieve each shift speed. And oil can be supplied to the hydraulic servo of the brake.

FIG. 1 is a hydraulic circuit diagram of a control device for an automatic transmission according to an embodiment of the present invention, and FIG. 3 is a diagram showing an operation at the time of quick shift control.

In the figure, S1 to S4 denote first to fourth solenoid valves for forming a signal oil pressure of a predetermined valve by turning on and off. SLN is a linear solenoid valve which receives an electric signal from the control device and generates a predetermined signal oil pressure. The above linear solenoid valve SL
N supplies the adjusted oil to an accumulator control valve (not shown) and a clutch pressure control valve 51. Second brake 160, fourth brake 1
Hydraulic servos are provided in the 80, the sixth brake 140, the second clutch 130, and the third clutch 110, respectively. An accumulator is connected to an oil passage connected to the hydraulic servo, and oil supplied to the hydraulic servo is provided. The pressure change is adjusted. An accumulator back pressure of a predetermined pressure is applied to the piston of each accumulator. The accumulator control valve controls the accumulator back pressure.

The oil of the pressure for controlling the back pressure formed by the accumulator control valve is shared with the oil supplied to the clutch pressure control valve 51.

The clutch pressure control valve 51 has a spool 51a.
One end of a is biased by a spring 51b, and the other end is provided with a control oil chamber 51c. Line 51d oil is supplied to the port 51d, and the linear solenoid valve S
The oil adjusted to the linear solenoid pressure by LN is supplied to the control oil chamber 5
When supplied to 1c, the ports 51d and 51e are opened and closed corresponding to the linear solenoid pressure of the control oil chamber 51c, and the oil adjusted to the pressure control pressure is discharged from the port 51e. Reference numeral 51f is a port for feeding back the oil discharged from the port 51e through the orifice 52.

Reference numeral 54 denotes an engine brake control valve. The engine brake control valve 54
Has a spool 54a. One end of the spool 54a is urged by a spring 54b, and a control oil chamber 54c is provided at the other end. The control oil chamber 54c receives the signal hydraulic oil from the fourth solenoid valve S4 and causes the spool 54a to assume the right half position and the left half position. In the right half position, the port 54d and the port 54e communicate with each other, and the oil from the clutch pressure control valve 51
-2 is sent to the shift valve 56.

The 1-2 shift valve 56 includes a spool 56
a and a plunger 56b. The above spool 5
One end of 6a is urged by a spring 56c, and control oil chambers 56d and 56e are formed between the spool 56a and the plunger 56b and at the other end of the plunger 56b, and the second solenoid valve S2 is provided in the control oil chamber 56d. Is supplied from the signal hydraulic pressure.

The above-mentioned 1-2 shift valve 56 is in the second gear to 5
The left half position is taken at the time of the first speed and the right half position is taken at the first speed. In the left half position, oil at the D range pressure is supplied to the 2-3 shift valve 58 by communicating between the port 56f and the port 56g, and oil from the engine brake control valve 54 is communicated by communicating between the port 56h and the port 56i. Is supplied to the 2-3 shift valve 58. 1-2 above
The shift valve 56 further includes a control oil chamber 56j at an end of the spool 56a where the spring 56c is provided.

The 2-3 shift valve 58 has a spool 58a.
And one end of the spool 58a is
8b, and a control oil chamber 58c is provided at the other end. The control oil chamber 58c is provided with a first solenoid valve S
The spool 58a receives the signal hydraulic oil from the control unit 1 and causes the spool 58a to assume the right half position and the left half position.

That is, the left half position is taken at the 1st speed and the 2nd speed, the right half position is taken at the 3rd speed to the 5th speed, and the port 58d and the port 58e are communicated with each other at the right half position. The oil of D range pressure from the shift valve 56 is supplied to the second brake hydraulic servo, and
f and the port 58g to connect the 1-2 shift valve 5
The oil from the sixth port 56i is supplied to the 3-4 shift valve 60.

The port 58e is connected to the D range pressure oil passage 62, and the D
Range pressure oil, check ball orifice 62a
And supplied to the second brake hydraulic servo via an oil passage 64. The oil passage 64 has an accumulator 6
6 is connected to alleviate an increase in the pressure of the oil supplied to the second brake hydraulic servo. The orifice 62a with a check ball is provided to stabilize the amount of oil supplied to the accumulator 66 and the second brake hydraulic servo. An oil passage 68 for quick shift control, described later, is connected between the orifice 62a with check ball and the second brake hydraulic servo.

The 3-4 shift valve 60 has a spool 60a.
And one end of the spool 60a is
0b, and a control oil chamber 60c is provided at the other end. The control oil chamber 60c is provided with a second solenoid valve S
The spool 60a receives the oil of the signal hydraulic pressure from the second position and causes the spool 60a to assume the right half position and the left half position.

That is, the left half position is taken in the first to third speeds, the right half position is taken in the fourth and fifth speeds, and the port 60d and the port 60e are communicated in the left half position to perform the 2-3 shift. The oil from the valve 58 is supplied to the first brake timing valve 70, and the oil of the signal hydraulic pressure from the third solenoid valve S3 is supplied to the first brake timing valve 70 through communication between the port 60f and the port 60g.

In the right half position, the oil from the 2-3 shift valve 58 is supplied to the 4-5 shift valve 72 through the port 60e and the port 60h and the port 60d and the port 60i. In addition, the port 60j communicates with the port 60k to supply the oil of the D range pressure from the 2-3 shift valve 58 to the second clutch hydraulic servo of the second clutch 130 and the port 60j.
f and the port 60m to communicate with the third solenoid valve S3.
Is supplied to the 4-5 shift valve 72.
At this time, the port 60g communicates with the drain port EX.

The port 60k is connected to a D-range pressure oil passage 74, and the D-pressure discharged to the D-range pressure oil passage 74 is
Range pressure oil, check ball orifice 74a
And supplied to the second clutch hydraulic servo via an oil passage 76. The oil passage 76 has an accumulator 7
8 is connected to alleviate a rise in the pressure of the oil supplied to the second clutch hydraulic servo. An oil passage 80 for quick shift control described later is connected between the orifice 74a with check ball and the second clutch hydraulic servo.

The first brake timing valve 70 has a spool 70a. One end of the spool 70a is urged by a spring 70b, and the other end is a control oil chamber 70.
c is provided. The control oil chamber 70c receives the signal hydraulic oil of the third solenoid valve S3 via the 3-4 shift valve 60, and causes the spool 70a to assume the right half position and the left half position.

That is, in the right half position, the port 70d
And the port 70e.
And the first brake hydraulic servo of the first brake 150 are connected, and the port 70g is communicated with the drain port EX. In the left half position, the port 70d communicates with the port 70f, and the port 70e communicates with the drain port EX to discharge the oil of the first brake hydraulic servo.

The 4-5 shift valve 72 has a spool 72a.
And one end of the spool 72a is
The control oil chamber 72c is provided at the other end by being biased by 2b. The control oil chamber 72c receives the signal hydraulic oil of the third solenoid valve S3 via the 3-4 shift valve 60, and supplies the spool 72a with the left half position at the first to fourth speeds and the right half position at the fifth speed. To take.

That is, in the left half position, the port 72d
And the port 72e.
Oil from 0 is supplied to the second clutch hydraulic servo via the oil passage 80 for quick shift control.

In the hydraulic circuit having the above configuration, the engine brake control valve 54
The signal oil supplied from the fourth solenoid valve S4 to the control oil chamber 54c is discharged to take the left half position.
The clutch pressure control valve 51 is supplied with a hydraulic pressure corresponding to the back pressure of the accumulator in the D range from the linear solenoid valve SLN to the control oil chamber 51c to adjust the hydraulic pressure of the port 51e, but through the oil passage L-11. As the oil is supplied to the oil chamber 51g, the oil chamber is fixed at the right half position and the pressure is not adjusted, so that the oil flow is minimized. Further, the 1-2 shift valve 56 receives the oil of the line pressure in the control oil chamber 56j, takes the left half position, and takes the 2-3 shift valve 5j.
Reference numeral 8 indicates that the control oil chamber 58c is supplied with signal hydraulic oil from the first solenoid valve S1 and assumes a left half position. Furthermore, 3-
The four-shift valve 60 takes the left half position after the oil in the control oil chamber 60c is discharged via the second solenoid valve S2, and the first brake timing valve 70 uses the oil in the control oil chamber 70c via the third solenoid valve S3. Is ejected and takes the right half position.

Therefore, the oil of the first brake hydraulic servo is supplied to the oil passages L-6, L-5, L-4, L-4.
3. Since the oil passage L-2 communicates and the port 54e of the engine brake control valve 54 is closed, the oil is discharged from the drain orifice 90. on the other hand,
The oil of the D range pressure is supplied to the second brake hydraulic servo via an oil passage L-7, an oil passage L-8, a D range pressure oil passage 62, an orifice 62a with a check ball, and an oil passage 64.
In this way, the third speed is achieved.

In the automatic transmission having such a configuration, for example, when the vehicle runs at an extremely low temperature, the hydraulic pressure changes with a change in the temperature condition, and the shift response becomes lower than usual. Therefore, even if the temperature condition changes, the shift response is not reduced correspondingly.

The case where the shift response is increased when the shift lever is operated in the manual shift mode to select the third speed will be described.

In order to increase or decrease the shift response, for example, a shift lever is provided with a switch for selection, and when the switch is turned on / off, the control device performs normal shift control and quick shift control. Is selected to change the shift response.

That is, at the time of the above-described quick shift control, the control device sends an electric signal to the linear solenoid valve SLN, and sends oil of the linear solenoid pressure to the control oil chamber 51c of the clutch pressure control valve 51.
Adjust the line pressure to increase the pressure control pressure to oil passage L
-1 is generated.

At the same time, the third solenoid valve S3
Is turned off, the first brake timing valve 70 assumes the left half position, the fourth solenoid valve S4 is turned off, and the engine brake control valve 54 assumes the right half position.

The other valves take the same positions as in the normal shift control. The 1-2 shift valve 56 is connected to the control oil chamber 5.
6j receives the oil of the line pressure and takes the left half position, and the 2-3 shift valve 58 takes the left half position when the signal oil is supplied from the first solenoid valve S1 to the control oil chamber 58c.
Further, the 3-4 shift valve 60 takes the left half position after the oil in the control oil chamber 60c is discharged via the second solenoid valve S2.

In this case, the pressure control pressures are as follows: oil passage L-1, oil passage L-2, oil passage L-3, oil passage L-
4. Oil passage 6 for quick shift control via oil passage L-5
8 On the other hand, the oil of the D range pressure is sent to the oil passage 64 via the oil passage L-7, the oil passage L-8, the D range pressure oil passage 62, and the orifice 62a with a check ball as in the case of the normal shift control. Therefore, the oil of the pressure control pressure and the D range pressure is supplied to the second brake hydraulic servo, and the hydraulic pressure is quickly raised.

In the case of the second speed in the D range, FIG.
As shown in (2), the pressure of the oil supplied to the hydraulic servo of the third brake 170 and the hydraulic servo of the fourth brake 180 can be adjusted by the same method, and the same quick shift control can be performed. In this case, the third brake 170 is engaged during engine braking.

FIG. 4 is a comparison diagram of the hydraulic pressure in the hydraulic servo during the normal shift control and the quick shift control.

In the figure, the Ma line shows the hydraulic curve at the time of the upshift by the normal shift control, the Mb line shows the hydraulic curve at the time of the upshift by the quick shift control, the Mc line shows the hydraulic curve at the time of the downshift by the normal shift control, Md
The line indicates a hydraulic curve at the time of downshift by the quick shift control, and the Me line indicates a hydraulic curve at the time of downshift by the smooth shift control. The smooth shift control can reduce the shift response by controlling the electric signal of the linear solenoid valve SLN, as opposed to the quick shift control in the control device for the automatic transmission of the present invention.

As described above, by controlling the electric signal of the linear solenoid valve SLN to adjust the hydraulic pressure in the quick shift control oil passage 68, the pressure of the oil supplied to the second brake hydraulic servo, The pressure of the oil discharged from the brake hydraulic servo can be adjusted,
It is possible to achieve an upshift by quick shift control in the area A, an upshift by smooth shift control in the area B, a downshift by quickshift control in the area C, and a downshift by smooth shift control in the area D in the figure.

By the way, in the hydraulic circuit having the above configuration,
The oil of the pressure control pressure is supplied to the quick shift control oil passage 68 via the first brake timing valve 70. However, the first brake timing valve 70 is switched to supply the oil of the pressure control pressure. It can be supplied to the hydraulic servo B-1 via the oil passage L-6.

That is, the oil of the D range pressure is supplied to the oil passage L-7, the oil passage L-8, the D range pressure oil passage 62, the orifice 62a with a check ball, and the oil passage 6 as in the normal shift control.
4 to the second brake hydraulic servo to engage the second brake 160, and to the first brake hydraulic servo via the first brake timing valve 70 and the oil passage L-6 to supply the first brake hydraulic servo. By engaging the brake 150, the vehicle can run with the engine brake applied as shown in FIG.

Next, the switching operation between the quick shift control and the normal shift control will be described. FIG. 5 is a flowchart of the switching operation between the quick shift control and the normal shift control in the control device for the automatic transmission according to the present invention. Step S1 It is determined whether or not the quick shift control switch is on. If it is on, the process proceeds to step S2, and if it is off, the process proceeds to step S7. Step S2: It is determined whether the oil temperature is within a predetermined range.
When it is within the predetermined range, the process proceeds to step S3, and when it is out of the predetermined range, the process proceeds to step S7. Step S3: It is determined whether or not the quick shift control solenoid valves and sensors are normal. If there is no abnormality, go to step S4. If there is an abnormality, go to step S4.
The routine proceeds to step 11, where normal shift control is performed. Step S4: It is determined whether or not the power is on.
If it is on, the process proceeds to step S5, and if it is off, the process proceeds to step S9. Step S5: Turn off the fourth solenoid valve S4,
The oil of the quick shift hydraulic circuit is supplied to the second brake hydraulic servo. Step S6 The linear solenoid valve SLN is output in accordance with the measured value of the input torque, and the quick shift control is performed by adjusting the pressure control pressure. Step S7: It is determined whether or not the engine brake control switch is on. If it is on, the process proceeds to step S8, and if it is off, the process proceeds to step S11 to perform normal shift control. Step S8: It is determined whether there is any abnormality in the engine brake control solenoid valves and sensors. When there is no abnormality, the process proceeds to step S9, and when there is an abnormality, the process proceeds to step S11 to perform normal shift control. Step S9: Turn off the fourth solenoid valve S4,
The oil of the quick shift hydraulic circuit is supplied to the first brake hydraulic servo. Step S10: The linear solenoid valve SLN is output according to the vehicle speed to control the engine brake. Step S11 The fourth solenoid valve S4 is turned on, and the supply is performed by the orifice 62a and the accumulator 66.

In the above embodiment, the accumulator 66 is connected to the oil passage 64 connected to the second brake hydraulic servo.
However, an accumulator 78 is connected to the oil passage 76 connected to the second clutch hydraulic servo to mitigate an increase in the hydraulic pressure of the second brake hydraulic servo or the second clutch hydraulic servo. Sets the pressure control pressure of the oil supplied to the quick shift control oil passages 68 and 80 to the linear solenoid valve SLN.
Can be controlled by the accumulator 6
6, 78 can be removed.

FIG. 6 is a hydraulic circuit diagram of a control device in an automatic transmission according to another embodiment of the present invention. In the figure, the third solenoid valve S3 and the first brake timing valve 70 are directly connected for convenience, but are actually connected via a 3-4 shift valve 60 as shown in FIG.

In the drawing, reference numeral 84 denotes an accumulator provided to alleviate a rise in oil pressure in the second brake hydraulic servo, and 85 denotes an accumulator switching valve provided between the accumulator 84 and the quick shift control oil passage 68. It is. The accumulator switching valve 85 is connected to the spool 8
5a, one end of the spool 85a is urged by a spring 85b, and a control oil chamber 85c is provided at the other end. The control oil chamber 85c receives the signal hydraulic oil from the third solenoid valve S3 and causes the spool 85a to assume the right half position and the left half position.

That is, in the left half position, the port 85d
Oil passage 6 for quick shift control
8 is supplied to the accumulator 84, and the port 85d and the drain port EX communicate with each other at the right half position.

With such a configuration, the accumulator 84 is disconnected from the second brake hydraulic servo during the quick shift control, so that the shift response can be further improved.

Next, the normal shift control and the quick shift control at the 4th speed in the D range will be described.

At the time of the normal shift control, the control device sends an electric signal to the linear solenoid valve SLN, sends the oil of the linear solenoid pressure to the control oil chamber 51c of the clutch pressure control valve 51, regulates the line pressure, and adjusts the line pressure. Is generated in the oil passage L-1.

However, the fourth solenoid valve S4 is turned on, and the engine brake control valve 54 assumes the left half position after the oil in the control oil chamber 54c is discharged. As a result, the oil in the oil passage L-1 is returned to the clutch pressure control valve 51 via the oil passage L-11, and the spool 51a is moved to the right half position.

Further, the third solenoid valve S3 is turned on, the oil in the control oil chamber 72c of the 4-5 shift valve 72 is discharged through the 3-4 shift valve 60, and the first brake timing valve 70 is turned to the right half. Take position.

The 1-2 shift valve 56 receives the line pressure oil in the control oil chamber 56j and takes the left half position.
The 3-shift valve 58 is supplied with signal hydraulic oil from the first solenoid valve S1 to the control oil chamber 58c, and takes the right half position. Further, the 3-4 shift valve 60 is connected to the control oil chamber 60c.
The oil of the signal hydraulic pressure is supplied from the second solenoid valve S2 to the right half position, and the 4-5 shift valve 72 discharges the oil in the control oil chamber 72c through the 3-4 shift valve 60, and the left half position. I take the.

In this case, the oil at the D range pressure is supplied to the oil passage L-
7, the oil passage L-8, the D-range pressure oil passage 62, and the orifice 62a with a check ball are sent to the oil passage 64, and the oil passage L-10, the D-range pressure oil passage 74, and the orifice 74a with a check ball are removed. Is sent to the oil passage 76 via Therefore, the oil of the D range pressure is supplied to the second brake hydraulic servo of the second brake 160 and the second clutch hydraulic servo of the second clutch 130, and the fourth speed is achieved.

As in the case of the quick shift control at the third speed, when the driver presses a switch for selecting the quick shift control, the control device operates the linear solenoid valve SL.
N to the control oil chamber 51c of the clutch pressure control valve 51.
To adjust the line pressure to generate a pressure control pressure in the oil passage L-1.

Further, the third solenoid valve S3 is turned on, the oil in the control oil chamber 72c of the 4-5 shift valve 72 is discharged through the 3-4 shift valve 60, and the first brake timing valve 70 is turned to the right half. Position, and the engine brake control valve 54 is connected to the control oil chamber 54c with the fourth position.
The signal valve oil is supplied from the solenoid valve S4 to take the right half position.

The other valves take the same positions as in the normal shift control. That is, the 1-2 shift valve 56 receives the line pressure oil in the control oil chamber 56j to take the left half position, and the 2-3 shift valve 58 supplies the control oil chamber 58c with the signal hydraulic oil from the first solenoid valve S1. Take the right half position supplied. Further, the 3-4 shift valve 60 takes the right half position when the signal oil is supplied from the second solenoid valve S2 to the control oil chamber 60c, and takes the right half position.
The oil in the control oil chamber 72c is discharged through the 3-4 shift valve 60 and takes the left half position.

In this case, the pressure control pressures are as follows: oil passage L-1, oil passage L-2, oil passage L-3, oil passage L-
4. Oil passage 8 for quick shift control via oil passage L-9
Sent to 0. On the other hand, the oil of the D range pressure is sent to the oil passage 64 via the oil passage L-7, the oil passage L-8, the D range pressure oil passage 62, and the orifice 62a with a check ball as in the case of the normal shift control. , An oil passage L-10, a D range pressure oil passage 74, and an orifice 74a with a check ball. Therefore, the second brake 16
The oil of D range pressure is supplied to the second brake hydraulic servo of 0, and the D pressure regulated by the pressure control pressure is supplied to the second clutch hydraulic servo of the second clutch 130.
Range pressure oil is supplied and the oil pressure is quickly increased.

At this time, the first brake timing valve 7
0 indicates the right half position, and the port 60e and the port 60e of the 3-4 shift valve 60 communicate with each other. Therefore,
The oil of the first brake hydraulic servo of the first brake 150 is discharged via the oil passage L-6 and the oil passage L-5. The above-mentioned quick shift control can also be applied at the fifth speed in the D range. In this case, the hydraulic servo of the sixth brake 140 is supplied with the oil of the D range pressure regulated by the pressure control pressure, and the hydraulic pressure is quickly raised. increase.

In the above embodiment, in order to prevent the hydraulic pressure from changing due to the change in the temperature condition and the shift response from becoming lower than usual despite the fact that the vehicle is traveling in the manual shift mode, the quick shift is performed. Although the control can be selected, the quick shift control can be selected while the vehicle is traveling in the automatic shift mode. In this case, a switch for switching between quick shift control and normal shift control is provided, and when driving in automatic shift mode, the driver can freely select high shift response and low shift response by turning on and off the switch What should I do?

During traveling in the automatic shift mode, quick shift control is automatically selected in order to prevent the oil pressure from changing due to a change in oil pressure due to a change in temperature conditions. Can be made possible. In this case, a sensor for detecting the oil temperature may be provided, and a switch may be switched by the sensor to automatically select the quick shift control and the normal shift control.

The present invention is not limited to the above embodiments, but can be variously modified based on the gist of the present invention, and they are not excluded from the scope of the present invention.

[Brief description of the drawings]

FIG. 1 is a hydraulic circuit diagram of a control device for an automatic transmission according to an embodiment of the present invention.

FIG. 2 is a diagram showing the operation of an automatic transmission equipped with the control device of the present invention.

FIG. 3 is a diagram showing an operation at the time of quick shift control.

FIG. 4 is a comparison diagram of hydraulic pressure in a hydraulic servo during normal shift control and quick shift control.

FIG. 5 is a flowchart of a switching operation between quick shift control and normal shift control in the control device for an automatic transmission according to the present invention.

FIG. 6 is a hydraulic circuit diagram of a control device in an automatic transmission according to another embodiment of the present invention.

[Explanation of symbols]

 51 clutch pressure control valve 54 engine brake control valve 56 1-2 shift valve 58 2-3 shift valve 60 3-4 shift valve 62,74 D range pressure oil passage 68,80 oil passage for quick shift control 70 first brake timing valve 72 4-5 shift valve SLN linear solenoid valve

(56) References JP-A-61-223362 (JP, A) (58) Fields investigated (Int. Cl. ⁷ , DB name) F16H 61/00-61/24

Claims (15)

(57) [Claims] 1. An automatic shift mode that enables selection between an automatic shift mode that achieves a shift speed according to running conditions and a manual shift mode that achieves an arbitrary shift speed according to a shift position of a shift lever. D range pressure generating means for generating a D range pressure for forward running,
A D range hydraulic circuit provided between the D range pressure generating means and the hydraulic servo through at least one shift valve, and supplying the D range pressure oil to the hydraulic servo via the shift valve; A pressure control pressure generating means for generating a pressure control pressure different from the pressure, and a pressure control pressure provided between the pressure control pressure generating means and the hydraulic servo via the shift valve in parallel with the D range hydraulic circuit. And a means for selecting between a normal shift control for shifting with a normal shift response and a quick shift control for shifting with a higher shift response than usual in a manual shift mode in the manual shift mode. And when the quick shift control is selected Serial control device for an automatic transmission and having a pressure control pressure supply means for supplying oil quick shift hydraulic circuit to the hydraulic servo. 2. A control device for an automatic transmission according to claim 1, wherein said pressure control pressure supply means is a switching device for selectively supplying oil of said pressure control pressure to said hydraulic servo and a second hydraulic servo. . 3. The control device for an automatic transmission according to claim 2, wherein the hydraulic servo is a hydraulic servo of a brake that is engaged at the third speed. 4. The control device for an automatic transmission according to claim 2, wherein said hydraulic servo is a hydraulic servo of a clutch engaged at a fourth speed. 5. The automatic transmission control device according to claim 2, wherein the hydraulic servo is a hydraulic servo of a brake that is engaged at a fifth speed. 6. The control device for an automatic transmission according to claim 1, wherein the hydraulic servo is a hydraulic servo of a friction engagement element that is selectively engaged and disengaged by changing a shift position of a shift lever. 7. The control device for an automatic transmission according to claim 1, wherein said pressure control pressure generating means operates in response to an electric signal. 8. The control device for an automatic transmission according to claim 1, wherein said pressure control pressure generating means has a pressure control valve for selectively generating oil for normal shift control and oil for pressure control pressure. 9. The pressure control valve according to claim 9,
9. The control device for an automatic transmission according to claim 8, wherein the control device operates by receiving hydraulic pressure generated by a solenoid valve for controlling an accumulator back pressure. 10. The solenoid valve according to claim 9, wherein the solenoid valve is a linear solenoid valve that operates upon receiving an electric signal.
A control device for an automatic transmission according to the above. 11. The pressure control pressure supply means selectively selects a hydraulic servo of a friction engagement element engaged during quick shift control and a second hydraulic servo of a friction engagement element engaged during engine braking. 9. The control device for an automatic transmission according to claim 8, which supplies oil. 12. The hydraulic servo according to claim 1, wherein the hydraulic servo is a hydraulic servo of a brake that is engaged at a third speed.
The control device for an automatic transmission according to claim 11, wherein the control device is a hydraulic servo of a brake that is engaged during a third-speed engine brake. 13. The control device for an automatic transmission according to claim 12, wherein said pressure control pressure supply means has a switching device for selectively supplying oil of said pressure control pressure to said hydraulic servo and said second hydraulic servo. . 14. The hydraulic servo according to claim 1, wherein the hydraulic servo is a hydraulic servo of a brake that is engaged in a second speed.
The control device for an automatic transmission according to claim 11, wherein the control device is a hydraulic servo of a brake that is engaged during a second-speed engine braking. 15. The control device for an automatic transmission according to claim 14, wherein said pressure control pressure supply means includes a switching device for selectively supplying oil of said pressure control pressure to said hydraulic servo and said second hydraulic servo. .