JPH0127297B2 - - Google Patents

Description

[Detailed description of the invention]

[Industrial Application Field] The present invention relates to a control device for a vehicle automatic transmission in which the lockup of a torque converter can be electrically controlled. [Prior Art] Conventionally, an automatic transmission having a direct coupling clutch in a torque converter has been proposed (Japanese Patent Application Laid-Open No. 1989-1999).
Publication No. 132060). On the other hand, a hydraulic control device for an automatic transmission has been proposed in which the operation of the engine brake is electrically controlled by a solenoid (Japanese Patent Publication No. 53-30150). [Problems to be Solved by the Invention] If the direct coupling clutch is operated, for example, in first gear, which is the lowest gear during forward movement, the engine may stall or drivability may deteriorate. Therefore, when the direct coupling clutch is electrically controlled by a solenoid, consideration must be given to prevent it from operating in the first gear. On the other hand, for example, in second gear, operating the direct coupling clutch improves fuel efficiency and engine braking effectiveness. SUMMARY OF THE INVENTION An object of the present invention is to provide a control device for an automatic transmission for a vehicle in which the lockup can be electrically controlled, and which prevents the lockup from operating in accordance with a specific transmission. . [Means for Solving the Problems] A control device for an automatic transmission for a vehicle according to the first invention includes a torque converter with a direct coupling clutch and a frictional engagement element that is released in first gear and engaged in second gear. A control device for an automatic transmission for a vehicle comprising a planetary gear unit, which is directly connected to a hydraulic power source, a first solenoid valve, and the first solenoid valve by supplying pressure oil to a lock-up control oil chamber. a direct coupling clutch control valve that enables the clutch to operate; a connecting oil passage that connects the friction engagement element and the lock-up control oil chamber; When the spool is in the first position, pressurized oil from the hydraulic source is supplied to the communicating oil passage, and when the spool is in the second position, it is supplied to the connecting oil passage. A shift valve that cuts off the supply of pressure oil, and a discharge valve that discharges hydraulic oil from the frictional engagement device when the second speed is selected. Furthermore, the control device for a vehicle automatic transmission according to the second invention includes a first frictional engagement element that is released during first gear and engaged during second gear, and a second frictional engagement element that is engaged during first gear engine braking. A control device for an automatic transmission for a vehicle comprising a combination of a planetary gear unit having an element and a third frictional engagement element that engages during second-speed engine braking, and a torque converter with a direct coupling clutch, the control device comprising: a hydraulic power source; a first solenoid valve; a direct coupling clutch control valve that enables the first solenoid valve to operate the direct coupled clutch by supplying pressurized oil to a lock-up control oil chamber; a second solenoid valve; and a second solenoid valve. an engine brake control valve that is controlled to output pressure oil supplied from the hydraulic source as an engine brake signal pressure; a connecting oil passage that connects the first frictional engagement element and the lock-up control oil chamber; The spool is switched to either the first or second position in response to selection of the first speed or the second speed, and when the spool is in the first position, pressure oil from the hydraulic source is supplied to the communicating oil passage. and communicating engine brake signal pressure to the third frictional engagement element;
a shift valve that supplies engine brake signal pressure to the second friction engagement element when the spool is in a second position and cuts off the supply of pressure oil to the connecting oil passage; and when the second gear is selected, the first friction It is characterized by having a discharge valve that discharges hydraulic oil from the engagement device. Next, the present invention will be explained based on an embodiment shown in the drawings. FIG. 1 shows shift control of a vehicle to which the automatic transmission control device of the present invention is applied. A is an engine, B is a transmission, C is a hydraulic control device, D is a solenoid valve, E is an electronic control device, F is a shift position switch, G is a throttle opening detection device, and H is a vehicle speed detection device. The shift position switch F is an electric switch, and is manually operated to select one of the following positions: parking (P), reverse (R), neutral (N),
It has four forward (D) ranges. This shift control system consists of an electronic control unit E that receives inputs from sensors such as the throttle opening and vehicle speed, which are the driving conditions of the vehicle, as electrical signals, and inputs from the driver's selected range of the shift position switch F. control the hydraulic control device C by performing the processing and energizing or de-energizing a solenoid valve D provided at a predetermined position of the hydraulic control device according to the output signal;
A gear change is achieved by selectively engaging or disengaging the frictional engagement elements of the transmission B. FIG. 2 is a schematic diagram showing an example of a planetary gear unit (planetary gear transmission) of a hydraulic four-speed automatic transmission with an overdrive mechanism (transmission B in FIG. 1). This automatic transmission is equipped with a torque converter 1, an overdrive mechanism 2, and a planetary gear transmission mechanism 3 with three forward speeds and one reverse speed, and is controlled by a hydraulic control circuit device as shown in FIG. ing. The torque converter 1 is a well-known one including a pump impeller 4, a turbine runner 5, and a stator 6. The pump impeller 4 is connected to an engine crankshaft 7, and the turbine runner 5 is connected to a turbine shaft 8.
is connected to. Further, the torque converter 1 is provided with a direct coupling clutch 9 that mechanically connects the engine crankshaft 7 and the turbine shaft 8 without fluid. The turbine shaft 8 forms the output shaft of the torque converter 1, which also serves as the input shaft of the overdrive mechanism 2, and is connected to a carrier 10 of a planetary gear system in the overdrive mechanism. A planetary pinion 11 rotatably supported by a carrier 10 meshes with a sun gear 12 and a ring gear 13. sun gear 1
A multi-disc clutch 14 and a one-way clutch 15 are provided between the sun gear 12 and the carrier 10, and a multi-disc brake 17 is provided between the sun gear 12 and a housing or overdrive case 16 containing the overdrive mechanism. ing. The ring gear 13 of the overdrive mechanism 2 is the input shaft 18 of the planetary gear transmission mechanism 3 with three forward speeds and one reverse speed.
is connected to. A multi-disc clutch 20 is provided between the input shaft 18 and the intermediate shaft 19, and a multi-disc clutch 22 is provided between the input shaft 18 and the sun gear shaft 21. A multi-disc brake 2 is installed between the sun gear shaft 21 and the transmission case 23.
4, and a multi-disc brake 26 via a one-way clutch 25. The sun gear 27 provided on the sun gear shaft 21 includes a carrier 28, a planetary pinion 29 supported by the carrier,
A ring gear 30 meshing with the pinion, another carrier 31, a planetary pinion 32 supported by the carrier, and a ring gear 33 meshing with the pinion constitute a two-row planetary gear device. Ring gear 3 in one planetary gear device
0 is connected to the intermediate shaft 19. Further, the carrier 28 in this planetary gear device is connected to the ring gear 33 in the other planetary gear device,
These carrier and ring gear are connected to an output shaft 34. Also, the carrier 31 and transmission case 2 in the other planetary gear device
Between 3 and 3, there is a multi-disc brake 35 and a one-way clutch 3.
6 is provided. In such a hydraulic automatic transmission with an overdrive device, each clutch and brake are engaged or released according to the engine output and vehicle speed by a hydraulic circuit device which will be explained in detail below.
Four forward speeds including overdrive or one reverse speed through manual switching are performed. Table 1 shows the transmission gear position and the operating status of the clutch and brake.

[Table] Here, ◯ indicates that each clutch and brake are in an engaged state, and × indicates that they are in a released state. The above clutch and brake 14, 20, 22,
A hydraulic circuit (C and D in FIG. 1) of a control device of the present invention that selectively acts on 17, 24, 26, and 35 to automatically perform a gear change operation will be explained based on an embodiment shown in FIG. 3. do. The hydraulic circuit includes an oil reservoir 100, an oil pump 101, a hydraulic adjustment mechanism consisting of a pressure adjustment valve 110, a second pressure adjustment valve 50, a throttle valve 60, and a cutback valve 70, a 1-2 shift valve 120, and a 2-3 shift valve 130. , 3-4 shift valve 140, drive control valve 150, reverse control valve 160, parking control valve 170, lock-up control valve 180, engine brake control valve 80, clutch sequence valve 1
90, a first solenoid valve 210 that controls the governor valve 200, the drive control valve 150, a second solenoid valve 220 and a third solenoid valve 230 that control each shift valve, and a first solenoid valve that controls the lock-up control valve 180 and the clutch sequence valve 190. 4
Solenoid valve 240, engine brake control valve 8
0, the parking piston mechanism 250, the bypass valve 260, and the intermediate coast modulator valve 2.
70, accumulator 291, 292, 293,
A plurality of check valves 294, oil pressure switches 299, and hydraulic servos 14A, 17A, 20A, 22 between each valve, clutch, and brake.
It consists of oil passages that connect A, 22B, 24A, 26A, and 35A. The pressure regulating valve 110 has a spring 111 on one side.
The oil sump 1 is equipped with a spool 112 having its back and a regulator plunger 115 that moves the spool 112 by inputting line pressure and throttle pressure.
Hydraulic oil pumped up from 00 by the oil pump 101 is supplied to the oil chamber 114 via the oil chamber 113 and the orifice 401. The hydraulic oil supplied to the oil chamber 113 is transferred to a land 119 that communicates with the oil chamber 118 by the spring 111, the line pressure guided to the oil chamber 116, the throttle pressure guided to the oil chamber 117, and the oil pressure of the oil chamber 114. The pressure is regulated by increasing or decreasing the annular gap with the valve wall, and is led to the oil passage 301 as line pressure, and the hydraulic oil that leaks into the oil chamber 118 is transferred to the oil passage 3.
02 to the second pressure regulating valve 50. The second pressure regulating valve 50 has a spool 52 with a spring 51 on its back, and pressure oil supplied from an oil passage 302 is supplied to an oil chamber 55 via an oil chamber 53 and an orifice 54. The pressure oil supplied to the oil chamber 53 is moved through the annular gap 58 between the land 57 communicating with the oil chamber 56 and the valve wall by the spring 51, the oil pressure in the oil chamber 55, and the throttle pressure supplied to the oil chamber 50A. The pressure is regulated by increasing or decreasing, and is led to the torque converter 1 from the oil passage 59 as torque converter pressure. Further, when the oil pressure of the hydraulic oil pumped up by the oil pump 101 becomes higher than a predetermined pressure, the hydraulic oil is led to the oil passage 103 and drained to the oil reservoir 100. The throttle valve 60 is a throttle plunger 6 that is moved by coming into contact with the operating surface of a throttle cam J that rotates around a support shaft I in accordance with the throttle opening degree.
1. A spring 62 is placed behind the throttle plunger 61 on one side, and a spool 64 is arranged in series via the throttle plunger 61 and the spring 63, and outputs throttle pressure according to the throttle opening to the oil passage 339. . The cutback valve 70 has a spring 71 on one side.
The first solenoid valve 210 is de-energized, the third solenoid valve 230 is energized, and the spool 1 of the drive control valve is
52 is set to the right in the figure, and the spool 122 of the 1-2 shift valve is set to the left in the figure, and accordingly, oil pressure is supplied to the oil chamber 73 at the right end in the figure via the oil passage 301, oil passage 307, and oil passage 314. is supplied, the spool 72 is set to the left in the figure by the oil pressure,
The oil passage 339 and the oil passage 341 are connected, and the throttle pressure is fed back to the spool 64 of the throttle valve and the throttle plunger 61.
4 is exhausted, the spool 72 is set to the right in the figure by the action of the spring 71, and the oil passage 341 communicates with the discharge port 342 to exhaust the pressure. When the first solenoid valve 210 is not energized, the valve port 211 is closed to generate oil pressure in the oil passage 303 that communicates with the oil passage 301 via the orifice 402.
When energized, the valve port 211 is opened and the pressure oil in the oil passage 303 is discharged from the discharge port 212. The second solenoid valve 220 closes the valve port 221 when not energized,
Hydraulic pressure is generated in the oil passage 304 that communicates with the oil passage 301 via the orifice 403, and when energized, the valve port 2
21 is opened to discharge the pressure oil in the oil passage 304 from the discharge port 222. The third solenoid valve 230 closes the valve port 231 when not energized, and closes the orifice 404.
Hydraulic pressure is generated in the oil passage 305 which communicates with the oil passage 301 via the oil passage 301, and when energized, the valve port 231 is opened and the pressure oil in the oil passage 305 is discharged from the discharge port 232. When the fourth solenoid valve 240 is de-energized, the valve port 240
1 is closed, and the oil passage 301 is opened via the orifice 405.
Hydraulic pressure is generated in the oil passage 306 that communicates with
06 pressure oil is discharged. Fifth solenoid valve 28
0 is an oil passage 28 that closes the valve port 281 when de-energized and communicates with the oil passage 301 via the orifice 407.
5, and when energized, the valve port 281 is opened and the pressure oil in the oil passage 306 is discharged from the discharge port 282. Table 2 shows the relationship between energization and de-energization of the solenoid valves 210, 220, and 230 and the gear state of the automatic transmission.

[Action and effect]

According to the first invention, the spool of the shift valve is switched between two positions in response to the selection of the first speed or the second speed, and in the first position, pressure oil is supplied to the first frictional engagement element. A second speed is established, and at the second position, the supply of pressure oil to the first frictional engagement element is cut off to establish a first speed. Further, since the first friction engagement element and the lock-up control oil chamber are connected, the direct coupling clutch can be actuated by the first solenoid only when the second speed is established. Therefore, even if the first solenoid malfunctions, the direct coupling clutch will not operate, so that an undesirable direct coupled state of the torque converter will not occur in the first gear. Furthermore, according to the above configuration, since the direct coupling clutch cannot be actuated by the first solenoid in the first speed state, the control timing of the first solenoid is determined by strictly considering the shift state between the first and second speeds. You don't have to. Further, according to the second invention, the spool of the shift valve is switched between two positions in response to the selection of the first speed or the second speed, and in the first position, pressure oil is supplied to the first frictional engagement element. At the second position, the supply of pressure oil to the first friction engagement element is cut off to form the first speed. On the other hand, when this spool is in the first position, pressure oil is supplied to the second frictional engagement element that operates the second-speed engine brake, and in the second position, the third frictional engagement element that operates the first-speed engine brake is supplied. Supply pressure oil to the frictional engagement elements. Therefore, in the first gear, even if the second solenoid valve operates, the direct coupling clutch does not operate. Also,
In second gear, the direct coupling clutch and engine brake can be operated simultaneously or separately by operating the first solenoid and the second solenoid. Also, since it is configured as described above, one shift valve and one engine brake control valve provide
In addition to shifting between 1st and 2nd gears, it is also possible to control the operation of the engine brake in 1st and 2nd gears.

[Brief explanation of drawings]

FIG. 1 is a schematic diagram showing the overall configuration of a transmission control system to which the present invention is applied, FIG. 2 is a schematic diagram showing a power transmission mechanism of an automatic transmission to which the present invention is applied, and FIG. 3 is a schematic diagram showing the power transmission mechanism of an automatic transmission to which the present invention is applied. A hydraulic circuit diagram showing an example of a hydraulic control system for an automatic transmission, FIG. 4 shows the rate of change in hydraulic pressure in the hydraulic servos 22A and 22B during N→R shift, and whether the third and fourth solenoid valves are energized or de-energized. It is a figure showing a state. In the diagram 1...Torque converter with direct coupling clutch, 2
... Overdrive mechanism, 3... Three forward speed planetary gear transmission mechanism, 50... Second pressure regulating valve, 60... Throttle valve, 70... Cutback valve, 100... Oil sump, 101... Oil pump, 110... Pressure regulating valve, 1
20...1-2 shift valve, 130...2-3 shift valve, 140...3-4 shift valve, 150...drive control valve, 160...reverse control valve, 170...parking control valve, 180...lockup control valve, 8
0...Engine brake control valve, 190...Clutch sequence valve, 200...Governor valve, 210,2
20,230,240,280...Solenoid valve,
250...Parking piston mechanism, 260...Bypass valve, 270...Intermediate eight coast modulator valve, 14A, 17A, 20A, 2
2A, 22B, 24A, 26A, 35A...hydraulic servo, 500...parking day tent mechanism.

Claims (1)

[Scope of Claims] 1. A control device for an automatic transmission for a vehicle, comprising a combination of a torque converter with a direct coupling clutch and a planetary gear unit having a frictional engagement element that is released in 1st gear and engaged in 2nd gear. , a hydraulic power source, a first solenoid valve, a direct coupling clutch control valve that enables the first solenoid valve to operate the direct coupling clutch by supplying pressure oil to the lockup control oil chamber, and the frictional engagement element and the lockup. A connecting oil passage connecting the control oil chamber and the spool being switched to either the first or second position in response to the selection of first speed or second speed, and when the spool is in the first position, a shift valve that supplies pressurized oil from the hydraulic source to the communicating oil passage and shuts off the supply of pressure oil to the connecting oil passage when the spool is in a second position; 1. A control device for an automatic transmission for a vehicle, comprising a discharge valve for discharging pressure oil from a coupling device. 2. A first frictional engagement element that is released during first gear and engaged during second gear, a second frictional engagement element that engages during first gear engine braking, and a third frictional engagement element that engages during second gear engine braking. A control device for an automatic transmission for a vehicle, which is composed of a combination of a planetary gear unit having a planetary gear unit and a torque converter with a direct coupling clutch, in which pressurized oil is supplied to a hydraulic pressure source, a first solenoid valve, and a lock-up control oil chamber. a direct coupling clutch control valve that allows the first solenoid valve to actuate the direct coupling clutch; a second solenoid valve; and being controlled by the second solenoid valve, pressurized oil supplied from the hydraulic source is used to control the engine. an engine brake control valve that outputs brake signal pressure; a connecting oil passage that connects the first friction engagement element and the lock-up control oil chamber; When the spool is switched to one of the second positions and the spool is in the first position, pressure oil from the hydraulic source is supplied to the communicating oil passage, and engine brake signal pressure is applied to the third frictional engagement element. communicate with,
a shift valve that supplies engine brake signal pressure to the second friction engagement element when the spool is in a second position and cuts off the supply of pressure oil to the connecting oil passage; and when the second gear is selected, the first friction It is characterized by having a discharge valve that discharges hydraulic oil from the engagement device.