JPH0446262A - Shift control device for automatic transmission - Google Patents

Abstract

PURPOSE:To select a desired shift stage with simple and easy operation to improve operability by constituting the device so as to change speed through operating an up-shift indicating switch and a down-shift indicating switch in a prescribed shift mode. CONSTITUTION:When a mode changeover switch 391 is changed over into a prescribed mode, speed change of a transmission is fundamentally controlled based on only a signal from an up-shift indicating switch 393 and a down-shift indicating switch 395. For example when it is started in this prescribed mode, it is started from a first shift stage, by operating one time the up-shift indicating switch 39 at a desired time, it is shifted to a second shift stage. By one more operating the up-shift indicating switch 393, it is shifted to a third shift stage, and further by one more operation it is shifted to a fourth shift stage. In case of down-shift, it is enough to operate the down-shift indicating switch 395.

Description

DETAILED DESCRIPTION OF THE INVENTION (a) Field of Industrial Application The present invention relates to a speed change control device for an automatic transmission.

(B) Conventional technology As a conventional shift control device for an automatic transmission, for example, the one shown in [Service Bulletin, No. 635, No. 1 Introduction to Changes in Nissan Tyranno D21 Series Vehicles] (published by Nissan Motor Co., Ltd.) is Yes (see Japanese Patent Application Laid-open No. 172058/1983). The shift control device for the automatic transmission shown in this figure is of an electronic control type and has a mode changeover switch for changing the operation mode. The mode changeover switch has an economy pattern, a power pattern, and a hold pattern. The economy pattern has a normal shift pattern set, and the power pattern has a higher vehicle speed shift pattern than the economy pattern. The hold pattern is 1st gear when the select lever is in lunge, 2nd gear is fixed when the select lever is in 2 range, and the overdrive switch is on/off when the select lever is in D range. It is configured to be in 3rd speed or 4th speed depending on the speed. Therefore, when the hold pattern is selected, driving operations similar to those of a manual transmission are possible by operating the select lever and overdrive switch.

(c) Problems to be Solved by the Invention However, in the conventional automatic transmission shift control device as described above, when driving in which a gear is selected according to the driver's intention in a hold pattern, the select lever is not activated. There is a problem in that it requires operation and is not easy to operate. That is, the select lever itself has a check mechanism, and it is necessary to press an operation button when changing ranges, and a certain amount of force is required to move the select lever. In addition, with conventional automatic transmission shift control devices, a select lever is used for 3rd gear and below, and an overdrive switch is required to switch between 3rd and 4th gears, which is similar to a manual transmission. Driving requires quite cumbersome operations. The present invention aims to solve these problems.

(d) Means for Solving the Problems The present invention solves the above problems by causing gear changes to be performed by operating an upshift instruction switch and a downshift instruction switch in a specific shift mode. That is, the shift control device for an automatic transmission according to the present invention is provided with an upshift instruction switch and a downshift instruction switch in addition to the select lever.
When the mode selector switch is in a predetermined shift mode other than the normal shift mode, one operation of the upshift instruction switch will result in a one-speed upshift, and one operation of the downshift instruction switch will result in a one-speed upshift. The configuration is such that a one-stage downshift is performed.

(E) When the action mode selector switch is switched to the specified mode,
Shifting of the transmission is basically controlled based only on signals from an upshift instruction switch and a downshift instruction switch. For example, when the vehicle starts in this predetermined mode, the vehicle starts from first speed, and at a desired time, by operating the upshift instruction switch once, the shift to second speed is performed. Next, by operating the Ambient shift instruction switch one more time, the gear is shifted to the third gear, and by operating it one more time, the gear is shifted to the fourth gear. If you want to downshift, just operate the downshift instruction switch. Note that in a normal mode other than this predetermined mode, the upshift instruction switch and the downshift instruction switch can be used as switches for permitting or prohibiting overdrive.

(F) Embodiments Hereinafter, embodiments of the present invention will be described with reference to FIGS. 1 to 5 of the accompanying drawings.

FIG. 2 shows a schematic diagram of the power transmission mechanism of an automatic transmission with four forward speeds and one reverse speed with Orpa Tribe. This power transmission mechanism includes an input shaft 13 to which rotational force from an engine output shaft 12 is transmitted via a torque converter 10, an output shaft 14 that transmits driving force to the final drive device, a first planetary gear set 15, and a second planetary gear set. Group 16, reverse clutch 1
8, a high clutch 20, a forward clutch 22, an overrunning clutch 24, a low and reverse brake 26, a pan dove key 28, a row one-way clutch 29, and a forward one-way clutch 30. Note that the torque converter 10 has a lock-up clutch 11 built therein. The first M star gear set 15 includes a sun gear S1, an internal gear R1, and both gears S.
The planetary gear set 16 is composed of a carrier PCI that supports a pinion gear P1 that meshes with R1 and R1 at the same time, and a sun gear s2, internal gears R2 and 1.
Binion gear P2 that meshes with both gears S2 and R2 at the same time
It is composed of a carrier PC2 that supports the. Carrier PCI can be connected to input shaft 13 via high clutch 20, and sun gear Sl can be connected to input shaft 13 via reverse clutch 18. Career P
The CI can also be connected to the internal gear R2 via the forward clutch 22 and the forward one-way clutch 30 connected in series thereto, or via the overrunning clutch 24 arranged in parallel to the forward clutch 22 and the forward one-way clutch 30. be. Sun gear S2 is always connected to input shaft 13,
Further, the internal gear Fjl and the carrier PC2 are always connected to the output shaft 14.

The low and reverse brake 26 can fix the carrier PCI, and the band brake 28 can fix the sun gear Sl. The row one-way clutch 29 is arranged in an orientation that allows forward rotation (rotation in the same direction as the engine output shaft 12) of the Canoa PCI but does not allow reverse rotation (rotation in the opposite direction to the forward rotation).

The power transmission mechanism includes clutches 18, 20, 22 and 2.
4. By operating the brakes 26 and 28 in various combinations, each element of the planetary gear sets 15 and 16 (5
1, S2, R1, R2, PCl, and PC2), and thereby the rotational speed of the output shaft 14 relative to the rotational speed of the input shaft 13 can be varied. By operating the clutches 18, 20, 22 and 24 and the brakes 26 and 28 in combination as shown in FIG. 3, four forward speeds and one reverse speed can be obtained. In addition, the ○ marks in Fig. 3 indicate operating clutches and brakes, α1 and α2 are the ratios of the number of teeth of sun gears S1 and S2 to the number of teeth of internal gears R1 and R2, respectively, and the gear ratio is the output This is the ratio of the rotation speed of the input shaft 13 to the rotation speed of the shaft 14.

FIG. 4 shows a hydraulic control device that controls the operation of the power transmission mechanism. This hydraulic control device includes a pressure regulator valve 40, a pressure modifier valve 4
2. Line pressure solenoid 44, modifier pressure accumulator 46, pilot valve 48, torque converter relief valve 50, lock-up control valve 52, first shuttle valve 54, lock-up solenoid 56, manual valve 58, first shift valve 60
, second shift valve 62, first shift solenoid 64,
Second shift solenoid 66, servo charger valve 68.3-2 timing valve 70.4-2 relay valve 72.4-2 sequence valve 74, first reducing valve 76, second shuttle valve 78, overrunning clutch control valve 80. Overrunning clutch solenoid 82, overrunning clutch reducing valve 84.1-2 Accumulator 86.2-3 Accumulator 88.3-4
It has an accumulator 90, an N-D accumulator 92, an accumulator control valve 94, a filter 96, etc., which are connected to each other as shown in the figure. 11 apply chambers 11a and release chambers 1.1b), forward clutch 22, high clutch 20, and band brake 28.
(In addition, a 2nd speed apply chamber 28a, a 3rd speed release chamber 28b, and a 4th speed apply chamber 28c are formed in this), the reverse clutch 18, the low ant noverse brake 26, and the overrunning clutch 24. They are connected as shown in the figure, and are further connected as shown in a variable capacity vane type oil pump 34 with a feedback accumulator 32, an oil cooler 36, a front lubrication circuit 37, and a rear lubrication circuit 38. A detailed explanation of these valves will be omitted.

For parts omitted from explanation, see Japanese Patent Application Laid-Open No. 63-25165.
It is similar to that described in 21.

FIG. 5 shows a control unit 300 which controls the operation of solenoids 44.56, 64.66 and 82. The control unit 300 has an input interface 3
11. Reference pulse generator 312, CPU (central processing unit) 313, ROM (read only memory January 314, R
It has an AM (random access memory) 315 and an output interface 316, which are communicated by an address bus 3/9 and a data bus 320.

This control unit 300 includes an engine speed sensor 301, a vehicle speed sensor 302, a throttle opening sensor 303, and a select position switch 304.
, kickdown switch 305, idle switch 30
6. Full throttle switch 307, oil temperature sensor 30
8. Input shaft rotational speed sensor 309, overdrive switch 310, mode selection switch 391, upshift instruction switch 393, downshift instruction switch 3
Signals from 95, etc. are input. On the other hand, signals are output to the shift solenoids 64 and 66, the overrunning clutch solenoid 82, the lock-up solenoid 56°, and the line pressure solenoid 44. Note that the mode changeover switch 391 is a switch for changing over the economy pattern, power pattern, and manual pattern. Further, the upshift instruction switch 393 and the downshift instruction switch 395 are provided, for example, on the steering wheel of the vehicle, and are switches for upshifting or downshifting the automatic transmission as described later by operation by the driver.

Control when the mode changeover switch 391 is set to the manual pattern is performed according to the control flow shown in FIG. First, it is determined whether the mode changeover switch 391 is set to the manual pattern (step 502), and if the manual pattern is set, the gear position at that time is fixed (step 504). As a result, if the automatic transmission is switched to the manual pattern while traveling in the third speed in the economy pattern, for example, the automatic transmission remains in the third speed state. Next, the upshift instruction switch 393 was operated, but it was difficult to determine what happened (506).
If operated, perform upshift (508)
. If the upshift instruction switch 393 has not been operated, it is determined whether the town shift instruction switch 395 has been operated (510), and if it has been operated, a downshift is performed (512). Therefore, in a state where the manual pattern is selected, the gear shift is performed only by operating the upshift instruction switch 393 and the downshift instruction switch 395. This allows the driver to shift gears with the same feel as with a manual transmission. Note that a limiter based on vehicle speed is provided to prevent the engine from overrunning or stopping. That is, at high speeds above a predetermined speed, the structure is such that even if the town shift instruction switch 395 is operated, the vehicle does not downshift to 2nd or 1st gear, and at vehicle speeds below a predetermined speed, the upshift [-instruction switch 393 is operated. The structure is such that it does not upshift to 3rd or 4th gear even if the vehicle is shifted to 3rd or 4th gear.

(g) As described in detail, according to the present invention, in a predetermined gear shifting mode, gear shifting is performed by operating an upshift instruction switch and a downshift instruction switch, which is extremely simple. In addition, it becomes possible to select a desired gear stage through easy operation, and driving operability is improved. Additionally, operability can be further improved by placing both indicator switches in the center of the steering wheel or within reach of fingers during normal steering operation.

[Brief explanation of drawings]

Fig. 1 is a diagram showing the control flow according to the present invention, Fig. 2 is a schematic diagram of the automatic transmission, Fig. 3 is a diagram showing the combination of elements operating at each gear stage, and Fig. 4 is a diagram showing the hydraulic circuit. , FIG. 5 is a diagram showing the control unit. Patent applicant Shatco Co., Ltd. Figure 3

Claims (2)

[Claims] 1. In a shift control device for an electronically controlled automatic transmission in which a normal shift mode and one or more other shift modes can be selected by switching a mode selector switch, an upshift instruction switch and a downshift are provided separately from a select lever. If the mode changeover switch is in a predetermined shift mode other than the normal shift mode, one operation of the upshift instruction switch will result in a one-speed upshift and a downshift. A shift control device for an automatic transmission configured to downshift by one gear when a shift instruction switch is operated once. 2. When the mode selector switch is in the position that selects the normal gear shift mode, shifting to the highest gear is permitted by operating the upshift instruction switch, and shifting to the highest gear is prohibited by operating the downshift instruction switch. The speed change control device for an automatic transmission according to claim 1.