JPS6231744A - Multistage automatic speed control device - Google Patents

Abstract

PURPOSE:To synchronize the speed change operations of both main and auxiliary speed change units, by providing a solenoid valve for controlling the turn-on and -off of a control valve disposed in an oil passage communicated with an associated frictionally engaging component. CONSTITUTION:A control pressure B0 from a solenoid valve SD which is controlled in accordance with a signal from a control section E receiving a signal from a rotational speed sensor A2 for detecting the rotational speed of a sun gear in the main speed change unit, is fed into an upper oil chamber t2 in a release control valve 66 which thereby controls the release pressure of the O/D brake B0, and therefore, it is possible to synchronize an up-shift operation of the main speed change unit with a down shift operation of an auxiliary speed change unit.

Description

DETAILED DESCRIPTION OF THE INVENTION (A) Field of Industrial Application The present invention relates to an automatic transmission mounted on an automobile, and more particularly to a control device for a multi-stage automatic transmission comprising a main transmission unit and a sub-transmission unit.

(B) Prior Art Generally, an automatic transmission includes a torque converter and a planetary speed change gear mechanism, and the speed change gear mechanism includes an overdrive (0/D) planetary gear unit, a front planetary gear unit, and a rear planetary gear unit. The transmission gear mechanism achieves four forward speeds and one reverse speed through two solenoid valves and three shift valves.

In addition, as shown in Japanese Patent Application Laid-Open No. 57-37140, three solenoid valves and three shift valves are installed, an overdrive planetary gear unit is used as a sub-transmission unit, and a main unit consisting of front and rear planetary gear units is installed. The applicant has devised a speed change control device that is used in combination with a speed change unit to obtain the number of six forward speeds.

←→ Problems that the invention attempts to solve By the way, the multi-stage automatic transmission consisting of a sub-transmission and a main transmission unit has the following problems: the sub-transmission unit has two overdrive and direct gears, and the main transmission has 1st, 2nd and 3rd gears. The three speeds are combined to obtain six speeds, but at this time, one of the two speed change units may perform a downshift operation and the other may perform an upshift operation. For example, there are cases where the auxiliary transmission unit downshifts from overdrive to direct coupling, and at the same time the main transmission unit upshifts from 1st to 2nd gear, resulting in an overall shift from 2nd to 3rd gear. In this case, the conventional control device does not take measures to complete both shift operations at the same time, so there is a possibility that one of the shift operations will be performed first and then the other shift operation will be performed. For example, if a downshift is performed first, the speed will be significantly reduced (1st gear) and then significantly increased (3rd gear), and if an upshift is performed first, the speed will be significantly increased (3rd gear). 4th gear) and then decelerates completely, causing the engine speed to rise and fall, as well as causing a large shift shock.

SUMMARY OF THE INVENTION Therefore, an object of the present invention is to provide a multi-stage automatic transmission control device that solves the above-mentioned problems by synchronizing the transmission operations of both transmission units.

B) Means for Solving the Problem The present invention has been made in view of the above-mentioned circumstances, and as shown in FIG. A control valve 66 is interposed in an oil passage Y1pZ communicating with the brake B0 of the sub-transmission unit 16, and a solenoid valve S controls the control valve 66. The solenoid valve S is arranged based on the signal from the control section E.
0, the control valve 66 is operated as appropriate to control the hydraulic pressure acting on the predetermined friction engagement element, so that the speed change operations of both speed change units 16 and 21 are synchronized.

Furthermore, the present invention is characterized in that the throttle pressure from the throttle valve 41 is applied to the H control valve 66 so that the hydraulic pressure acting on the predetermined friction engagement element corresponds to the engine output.

Specifically, 0/D brake B. A B0 release control valve 66 that controls the release pressure of is disposed between the 0/D brake B0 and the third shift valve 56, and control is based on a rotation sensor A2 that detects the rotation speed of the sun gear 30 of the main transmission unit 21. Solenoid valve S controlled by a signal from section E.

The control pressure from B. It acts on the stage chamber t2 of the release control valve 66, thereby controlling the release pressure of the 0/D brake in the control valve 66, and by engaging the brake B2 of the main transmission unit 21, an upshift (for example, 1 Speed → 2nd speed) operation, 0/D brake B.

Downshift of the sub-transmission unit by releasing (0/D→
direct connection) to synchronize operations.

Further, the Bo series control valve 66 is supplied with the throttle pressure from the throttle valve 41 to the boat X, and the throttle pressure opposes and balances the B0 feedback pressure acting on the lower chamber y2.

(e) Operation Based on the above-mentioned configuration, for example, when the entire transmission 1 shifts from 2nd speed to 3rd speed, the main transmission unit 21 engages the brake B and upshifts from 1st speed to 2nd speed, and also upshifts from 1st speed to 2nd speed. Unit 16 is brake B. is released and clutch C6
engages and downshifts from O/D to direct connection (see Figures 7 and 8). At this time, the S0 modulator valve 65
Solenoid valve S is supplied with module pressure. is turned on by a signal from the control section E, and controls the Bo series control valve 66 to control the release operation of the 0/D brake B.

Furthermore, at this time, the B release control valve 66 is
B communicates with that O/D brake B0. The feed pressure is balanced by the throttle pressure from the melon valve 41, and therefore the 0/D brake B. A pressure corresponding to the engine output is always applied, and the 0/D
Brake B. This makes it possible to set the release pressure according to the applied load torque.This makes it possible to set the release pressure in accordance with the applied load torque.This allows the main transmission unit to be maintained at all times, regardless of the vehicle running condition.
When brake B of auxiliary gear shift unit 1-16 is engaged.

The release time is synchronously controlled.

(f) Example Embodiments of the present invention will be described below along with the drawings.

The multi-stage automatic transmission 1, as shown in FIG.
- Lance transmission case 7, extension housing 9, knob body 10 and oil pan 1
It is stored in 1. The torque converter 2 is equipped with a lock-up clutch 12, and the rotation of the input member 13 is directly transmitted to the input shaft 15 of the transmission gear mechanism 3 via the oil flow of the torque converter 2 or by the lock-up clutch 12. Transmission gear machine HII3 is overdrive (0/D)
Sub-transmission unit 1 consisting of planetary gear unit 17
6, a main transmission unit 21 consisting of a front planetary gear unit 9 and a rear planetary gear unit 20.
It consists of The 0/D planetary gear unit 17 includes a planetary gear 22 directly connected to the input shaft 15, and an input shaft 1.
Sun gear 23 and main transmission unit 21 fitted into
It consists of a ring gear 25 connected to an input shaft 26 of
Also, O/D is provided between the planetary gear 22 and the sun gear 23.
Direct clutch C0 and one-way clutch F. is interposed between the sun gear 23 and the case 7, and an O/D brake B. is installed. The front planetary gear unit 19 also includes a planetary gear 29 that is directly connected to the output shaft 27, a sun gear 30a1 that is fitted onto the output shaft 27 and is integrated with the sun gear 30b of the planetary gear unit 20, and a forward clutch that is connected to the input shaft 26. Ring gear 33 connected via C5
In addition, a direct clutch C2 is interposed between the input shaft 26 and the sun gear 30, and a coast brake B is interposed between the cough sun gear 30 and the case 7. A brake B2 is disposed between the two and the one-way clutch F□. The rear planetary gear unit 20 includes a planetary gear 31, a sun gear 30b, and a ring gear 32 directly connected to the output shaft 27.
Between the case 1 and the case 7, eight brakes and a one-way clutch F2 are arranged in parallel.

In addition, 35 in FIG. 2 is an oil pump.

A rotation sensor A2 consisting of a photoelectric sensor or a magnetic sensor is installed in the case 7 of the front planetary gear unit 19, and the clutch connecting piece 30a extending from the sun gear 30 has notches or holes at equal intervals. It is formed. Therefore, the rotation sensor A2 detects the rotation speed of the sun gear 30, that is, the shift operation state of the main transmission unit 21.

On the other hand, the hydraulic speed change control mechanism 5, as shown in FIG. 3, consists of a large number of valves, an accumulator, an orifice 36, a strainer 37, etc., and the pot valve will be described below.

Manual valve 40 is set to P, R, N by shift lever.
, D, S, and L, and the oil passages aj, b, c, and d#e are switched as shown in FIG. 4, respectively. Note that line pressure is supplied to the oil path 1. The throttle valve 41 is accompanied by a downshift plug 42, and a cam 44 rotates in response to depression of the accelerator pedal to obtain a throttle pressure corresponding to the engine output. The cutback valve 43 is for 1st speed and reverse, P, N
Cutback pressure is generated outside the range, and is applied to the throttle valve 41 to lower the throttle pressure. The primary regulator valve 45 is regulated by the throttle pressure and generates an in-pressure corresponding to the load. That is, when the load is high, the line pressure is increased to ensure the working pressure of the clutch C and the brake B-, and when the load is light, the line pressure is regulated to a lower level. The secondary regulator valve 46 is regulated by the hydraulic pressure from the primary regulator valve 45 and controls converter hydraulic pressure and lubricating hydraulic pressure supplied to the converter 2 and each lubricating section 47 . Lock-up relay valve 49
is controlled by a solenoid valve SL to switch the oil flow to the lock-up clutch 12 and oil cooler 50. That is, by turning on the solenoid valve SL, line pressure is applied to the upper end oil chamber e', thereby locking up the converter hydraulic oil passage f whose pressure is regulated by the secondary regulator valve 46 and discharging the clutch off oil! ) g to the on oil path, and lead the off oil path g to the drain circuit.

The first shift valve 51 is connected to the first and second gears of the main transmission unit 21.
It switches between speeds (1st and 3rd speeds for the entire transmission 1) and is operated by the solenoid valve S.

That is, when the solenoid valve S is turned off, line pressure is applied to the oil chamber l, and the line pressure oil passage a is blocked in the D range, S range, and L range of the manual valve 40, and when the solenoid valve S is turned on, line pressure is applied to the oil chamber l. , the oil passage a is communicated with oil passage J to supply line pressure to brake B2 and B2 accumulator B.
Supply to 2A. The second shift valve 52 switches between 2nd speed and 3rd speed (3rd speed and 5th speed for the entire transmission) of the main transmission unit 21, and is operated by a solenoid valve S2. That is, when the solenoid valve S is turned off, line pressure is applied to the oil chamber k, which communicates with the line pressure oil path lie oil path m, and direct clutch C2 and C2 akinimulator C2.
Supply line pressure to A and close it by turning on solenoid valve S2. The third shift valve 53 is for switching the sub-transmission unit 16, and is a solenoid valve S.
activated by That is, by turning on the solenoid valve S, line pressure is applied to the oil chamber n, and the line pressure oil path - is communicated with the oil path 0, and the line pressure is explained later in B. O/D brake B0 and B0 accumulator B via release control valve 65. A, and by turning off eight solenoid valves, line pressure oil passage l is communicated with oil passage q, and line pressure is supplied to 0/D direct clutches C8 and C0.
Communicates with accumulator C0A. The first coast modulator valve 55 regulates the line pressure of the oil passage C supplied via the second shift valve 52 to the coast modulator pressure in the L range of the manual valve 40, and further adjusts the coast modulator pressure to the coast modulator pressure. 1 to the brake B3 via the shift valve 51.

The second coast modulator valve 56 regulates the line pressure of the oil passage l supplied via the first shift valve 51 and the second shift valve 52 to the coast modulator pressure in the S range of the manual valve 40, and further regulates the coast modulator pressure. Supply modulator pressure to brake B. 11th
By supplying throttle pressure to the oil chamber r, the fuel leak control valve 57 regulates the line pressure I supplied via the second accumulator control valve 70 (described later) to 1 fuel leak control pressure. Control pressure B. Accumulator B. It is supplied to each back pressure chamber 59, 60, 61 of A, C2 accumulator C2A and B2 accumulator B2A.

Furthermore, each hydraulic device has rounded corners, and this hydraulic gear shift control mechanism 5
The S0 modulator valve 65. A Bo series control valve 66, a Bo sequence valve 67, a lock-up control valve 69, and a second accumulation control valve 70 are provided.

As shown in detail in FIG. 1, the So modulator valve 65 is supplied with line pressure from the line pressure boat L via the oil strainer 37, and is further communicated with the lower end oil chamber S via the oil passage S. , the feedback pressure acting on the oil chamber S1 and the spring 71 are balanced and regulated to a predetermined pressure (for example, 4 kg/crd), and the regulated solenoid module pressure is further supplied to the oil path t. . Further, the oil passage t is connected to the solenoid valve S via the plug 72 and the oil passage t.

It also communicates with the Bo series control valve 66, which is a solenoid valve S.

Control pressure by on/off control is supplied to the oil chamber t2,
The control valve 66 is controlled.

In addition, B release control), roll valve 66 is provided with B release control), B release control), and X, and the hydraulic pressure from port B acting on y2. Counter and balance feedback pressure.

Furthermore, the port X is connected to the throttle valve 4 via the oil passage x1.
1 port x 2. x3. In-line pressure is converted into throttle pressure and supplied to the oil passage x1 from the line pressure port l via port X3. That is, the throttle valve 41 includes a downshift plug 42 operated by a throttle cam 44 linked to an accelerator pedal, and a downshift plug 42 and a spring 7.
6, and has a throttle spool 79 that is biased upwardly by a lower spring 77.
Based on the rotation of the throttle cam 44, the spool 79 moves downward via the spring 76, so that pressure corresponding to the throttle opening is supplied from the line port 1 to the throttle port X3. Further, the throttle pressure acts on the port x4, and the cutback pressure acts on the port p0, and these pressures push the spool 79 back against the spring 76 based on the difference in land diameter of the spool 79, and both springs When 76.7γ is balanced, the line port 1 is closed and the throttle pressure becomes a hydraulic pressure corresponding to the throttle opening and vehicle speed. Note that the downshift plug 42 is configured so that the oil pressure from the port
land 42 b, 42 c (42b) 42c due to cutback pressure acting on port p2
), the pressing of the springs 76 and 77 against the throttle cam 44 reduces the force. Furthermore, the above B
The 0 release control valve 66 has ports y and 2. Port y is connected to O/
D brake B0 and B0 accumulator B. A, and also communicates with the lower end oil chamber y2 via the orifice 36 as feedback pressure, and the oil passage y
, is brake B. and accumulator B. It communicates with the bypass path y5 in the direction of the tip of A, and the bypass path y5
is connected to port y3 of sequence valve 67,
Furthermore, it communicates with the lower end oil chamber y4 of the valve 67 as feedback pressure. Note that the feedback pressure in the oil chamber y is balanced with the spring 80 at the upper end, but the spring 80 is set to the initial piston operating pressure at which the brake plates of the 0/D brake B0 start contacting each other. The sequence valve 67 is in the left half position until the initial operating pressure, and hydraulic pressure is supplied to the O/D brake B0 through ports z2 and y2, and when the initial operating pressure is exceeded, it is switched to the left half position. Ports Z2 and y2 should be blocked. Further, port 2 communicates with the oil passage from port 0- of the third shift valve 67 via oil passage zi and orifice 36, and also communicates with port Z2 of B0 sequence valve 67 via bypass passage z5. , and the oil passage y6 branched from the oil passage y is connected to the oil passage z5 via the check valve 72.
is connected to. On the other hand, the third shift valve 53 has an upper port an connected to the solenoid valve S3, a port l connected to the line pressure, and a port q connected to the oil passage q.
1 and an orifice 36 to an O/D direct clutch C8 and a C0 accumulator C8A.

Note that check valves 75 are interposed in parallel with the orifice 36 of the oil passage q1 to allow discharge from the clutch C0. Further, d in the figure is a drain port.

In addition to the lock-up control l < 69, in addition to the conventional control that enables lock-up when the main transmission unit 21 is in 2nd gear or higher, even when the main transmission unit 21 is in 1st gear, the auxiliary transmission unit 16 When in the D state, that is, when the entire transmission is in second gear or higher, this control is performed so that lockup is possible. Furthermore, when the sub-transmission unit 16 is in the 0/D state and the main transmission unit 21 upshifts, the 21st storage control valve 70 is configured to control the main shift Accumulator B because the brake capacity is excessive. Back pressure chambers 59 for A, C2A, and B2A
, 60, 61 to optimize the brake capacity.

Next, the operation of this embodiment will be explained.

Each solenoid valve S of this multi-stage automatic transmission 1.

s2. s3. sL, s. , each clutch C8, C,, c2
, brake B0. B, , B, and each one-way clutch F0. F,, F2 are each position P, R,
N.D.

The S and L gears are controlled as shown in the operation table shown in FIG. 5, respectively.

That is, at 1st speed in D range or S range, as shown in FIG. 6, 0/D direct clutch C0, one-way clutch F0. F2 and forward clutch C1
are engaged, and the others are in a released state.

Therefore, the sub-transmission unit 16 is connected to the planetary gear unit 1 via the clutch C0 and the one-way clutch F0.
7 are integrated into a directly connected state, and the rotation of the input shaft 15 is directly transmitted to the input shaft 26 of the main transmission unit 21. Further, in the main transmission unit 21, the rotation of the input shaft 26 is transmitted to the ring gear 33 of the front planetary gear unit 19 via the clutch C, and further transmitted to the planetary gear 29 and the output shaft 27 integrated with the gear 29. A leftward revolving force is applied to the planetary gear 31 of the rear planetary gear unit 20 via the sun gear 30, but the revolution is prevented by the one-way clutch F2, and the gear 31 rotates on its own axis to provide power to the ring gear 32 integrated with the output shaft 27. introduce. That is, the main transmission unit 21 is
This is the first speed state, and together with the directly connected state of the sub-transmission unit 16, the transmission as a whole becomes the first speed state. At this time, the main transmission unit 21 is branched into two systems, one from the front planetary gear unit 19 to the output shaft 27 via the rear planetary gear unit 20,
The load on the gears is distributed accordingly.

Further, in the second speed in the D range or the S range, as shown in FIG. 7, the O/D brake B0, one-way clutch F2, and forward clutch C1 are engaged, and the others are in a released state. Therefore, in the sub-transmission unit 16, the sun gear 23 is locked by the brake B0, the planetary gear 22 rotates and transmits power to the ring gear 25, and the input shaft 26 of the main transmission unit 21 is rotated at an increased speed (
0/D). Furthermore, the main transmission unit 21 is in the same state as the first speed, so the first speed of the main transmission unit 21 and the speed increase of the sub-transmission unit 16 combine to bring the entire transmission into the second speed state.

At this time, as shown in FIG. 1, the solenoid valve S3 is turned on, and line pressure is supplied to the oil chamber n of the third shift valve 53, so that the third shift valve 53 is switched to the state shown in the left half diagram. Then, the pressure oil in clutch C0 and C0 akinimulator C0A is discharged from port q to drain port d, clutch C6 is released, and line pressure port l communicates with port 0.

Then, the line pressure from port 0 to port z2p of the sequence valve 67 is up to the initial operating pressure of the B0 piston.
It is directly supplied to the 0/D brake B0 via V3 and oil passage y5, and when the initial operating pressure of the B0 piston is exceeded, the oil chamber y4
Based on the feedback pressure, the valve 67 is switched to the left half position, and then the line pressure from port 0 is supplied to port Z of the B release control valve 66 via the orifice 36 and oil path Z. Furthermore, in this state, the control valve 66 is in the left half position, ports Z and y are in communication, and line pressure is applied to the brakes B0 and B via the oil path y1. is supplied to the accumulator Bf)A,
Brake B. engage.

Further, at the third speed in the D range, as shown in FIG. 8, the O/D clutch C0, one-way clutch F0, forward clutch C0, one-way clutch F1, and brake B2 are engaged, and the others are in a released state. Therefore, the sub-transmission unit 16 is in the above-mentioned directly connected state, and the input shaft 1
5 is directly transmitted to the input shaft 26 of the main transmission unit 21.

Further, in the main transmission unit 21, the rotation of the input shaft 26 is transmitted to the ring gear 33 of the front gear unit 31 via the clutch C, and applies a leftward rotational force to the sun gear 30 via the planetary gear 29. 30 is prevented from rotating in that direction by the one-way clutch F1 when the brake B is engaged, and therefore the planetary gear 29 revolves while rotating on its own axis, and the second speed rotation is transmitted to the output shaft 27 via only the front gear unit 19. be done. As a result, the direct connection state of the sub-transmission unit 16 and the main transmission unit 2
1 and the second speed state, the transmission 1 as a whole obtains the third speed.

At this time, the solenoid valve Sl is turned on and the first shift valve 51 is switched to the left half position in FIG.
is communicated with port J to supply line pressure to brake B2 and accumulator B2A.

At this time, as shown in FIG. 13, the rotation sensor A2 detects that the rotation of the sun gear 30 in the main transmission unit 21 has been decelerated by the brake B2. Solenoid valve S by electric signal. is controlled to be on, and the O/D brake B0 in the sub-transmission unit 16 is controlled. That is, the So modulator valve 65 regulates the line pressure of the line port 1 using the spring 71 and the feedback pressure of the stage chamber s1 and supplies it to the oil passage t. The pressure in the stage chamber t2 of the B0 release control valve 66 communicating with the oil passage t is also reduced. Therefore, the control valve 66 has the brake B0 in its lower oil chamber y2.
Brake B moves to the left half position in Figure 1 while receiving feedback pressure from the brake. and accumulator B. Hydraulic pressure from A is discharged to drain boat d via oil path y and port y. As a result, as shown in FIG. 14, as the brake B2 in the main transmission unit 21 is engaged, the rotation of the sun gear 30 reaches a predetermined value N. Rotation sensor A2 detects that the solenoid valve S has fallen. Turn on and set to 0
/D Brake B0 is controlled to release, and at the time when main transmission brake B2 is fully engaged and rotation of sun gear 30 is stopped (tj), control is performed so that auxiliary transmission brake Bo is completely released. At this time, the rotation sensor A2 detects the completion of the shift of the main transmission unit 21, that is, the rotation stop of the sun gear 30, and the solenoid valve is activated by the electric signal from the control part E. Turn off S3 and switch the third shift valve 53 to the left half position in Figure 1.Then, line pressure port l communicates with port q, and clutches c0 and co
Line pressure is sent to the accumulator C0A, the clutch C0 is engaged, and the port o is communicated with the drain port d, so that the oil pressure of the 0/D brake B0 is transferred to the oil Ry6p.
The oil is immediately completely drained from the drain port d via the check valve 72, the oil passage z3, and the port O, and the shifting of the sub-transmission unit 16 is completed. In this way, the main transmission unit 21 and the auxiliary transmission unit 16 are synchronized and smoothly shifted. At this time, rotation sensor A2
Solenoid S is controlled by time while sending the on signal of solenoid valve Sl without installing. control is also possible.

At this time, as shown in FIG. 1, the control valve 66 is always supplied with throttle pressure from the throttle valve 41 to its port It opposes the B0 feedback pressure acting on chamber y2. Therefore, 0/
Throttle pressure, that is, pressure corresponding to engine output, is always applied to D brake B, and 0/D brake B. begins to slip as soon as solenoid valve S0 is turned on, regardless of the load torque. As a result, in any running state, the rotation speed N0 based on the rotation sensor A2
In response to the detection, it becomes possible to set the release pressure according to the load torque, and the time when the brake B in the main transmission unit 21 is engaged coincides with the time when the 0/D brake B0 is released.

Furthermore, at this time, solenoid valve S. may cause malfunction.
In addition, if the BO release control valve 66 generates a force f stick and is fixed at the position shown in the left half of Figure 1, and port 1-Y does not communicate with drain port d, the pressure oil in brake B0 will flow to port y and 2 to the oil passage z,
The oil is sent to the oil passage 2s from the check valve 72 which is opened during draining, and further to the third shift valve 53 which is in the left half position in Fig. 1 when the solenoid valve S is turned off.
It is discharged from boat O to drain port d. Therefore,
Even if a valve malfunction occurs, line pressure is supplied to both the O/D brake B0 and the clutch C, and the O/D planetary gear unit 17 will not be locked, so it is safe.

Further, in the D range and the fourth speed, as shown in FIG. 9, the 0/D brake B0, forward clutch C1, brake B2, and one-way clutch F1 are engaged, and the others are in a released state. Therefore, the auxiliary transmission unit 16 is in the speed increasing state (0/DJ state), and the main transmission unit 21 is in the speed increasing state (0/DJ state).
is in the 2nd speed state, and thus the transmission 1 as a whole can obtain 4th speed.

Furthermore, at 5th speed in the D range, as shown in Fig. 10, the 0/D clutch C0, one-way clutch F0, forward clutch C, direct clutch C2, and brake B2 are engaged, and the others are in the released state. . Therefore, the auxiliary transmission unit 16 is in the above-mentioned directly connected state, and the main transmission unit 21 is integrated with the front planetary gear unit 19 by engagement of the clutches C, C2.
The rotation of the input shaft 26 is directly transmitted to the output shaft 27.

This allows direct connection of the sub-transmission unit 16 and main transmission unit!
Together, the three speeds of the gear cut 21 provide a fifth speed in which the input shaft 15 and the output shaft 27 rotate integrally in the transmission 1 as a whole.

In addition, when shifting from the 4th speed to the 5th speed, the downshift of the sub-transmission unit 16 and the upshift of the main transmission unit 21 are operated simultaneously, and the same as when shifting from the 2nd speed to the 3rd speed described above. It is desirable to simultaneously change speeds by controlling the duty of solenoid valve S0, but in reality, there is almost no difference between 4th speed and 5th speed due to the gear ratio, so 4th speed is not performed, and therefore, control by solenoid valve S0 is not performed. Not possible.

Further, at the 6th speed in the D range, as shown in FIG. 11, the 0/D brake B0, forward clutch C1, direct clutch C2, and brake B2 are engaged, and the others are in a released state. Therefore, the auxiliary transmission unit 16 is in the above-mentioned direct connection state, and the main transmission unit 21 is also in the above-mentioned 3rd speed state, and both of these transmission units x6. z1
Together, the transmission 1 as a whole can achieve 6 speeds.

Further, at R reno 9, as shown in FIG. 12, the O/D clutch C0, one-way clutch F0, direct clutch C2, and brake B3 are engaged, and the others are in the released state. Therefore, the auxiliary transmission unit 16 is in a directly coupled state, and the main transmission unit 21 has the rotation of the input shaft 26 directly transmitted to the sun gear 30 by the clutch C2, and the revolution of the rear planetary gear 31 is locked by the brake B3. , the rotation of the sun gear 30 is caused by the planetary gear 31.
The reverse rotation is transmitted to the link gear 32 through the rotation of the rotation axis, and the output shaft 27 is rotated in the reverse direction.

In addition, during 3rd and 4th speeds in the S range or L range, the coast brake B is engaged in the 3rd and 4th speeds of the D range mentioned above (see Figures 8 and 9). Therefore, 300 rotations of the sun gear are prevented in both directions, making engine braking possible. At this time, when shifting from 2nd speed to 3rd speed, solenoid valve S is activated as in the D range. is controlled so that the sub-transmission unit 16 and the main transmission unit 21 are simultaneously shifted.

Also, when in the 1st and 2nd speeds in the D range, in the 1st and 2nd speeds in the D range (see Figures 6 and 7).
, the brake B3 is engaged, and therefore the revolution of the rear planetary gear 31 is prevented in both directions, making engine braking possible.

In addition, in the above embodiment, a vertical automatic transmission for rear wheel drive was described in which the auxiliary transmission unit 16 was located in the front stage and the main transmission unit 21 was located in the rear stage. Of course, the present invention can also be similarly applied to a front-wheel drive horizontal automatic transmission in which the transmission unit is located at the rear stage.

(G) As described in detail, according to the present invention, the sub-transmission unit 1
6 and the main transmission unit 21, multi-stage shifting can be performed by combining the respective gear stages of the auxiliary transmission unit 16 and the main transmission unit 21. Since the amplifier shift operations of the transmission unit 1- are synchronized, there is no deceleration or speed increase during the gear shifting operation, which prevents the engine speed from rising or falling, allowing smooth gear shifting operation. . Furthermore, the rotation sensor A2 can be installed in one of the transmission units 21 or not, and the solenoid valve S can be controlled on and off, so the structure is simple and the control is simple, while maintaining a predetermined friction. Since a pressure corresponding to the throttle pressure is applied to the engagement element B0, the predetermined I! Regardless of the load torque acting on the J friction engagement element B0, the friction engagement element B0 always starts operating at a constant value, and the G friction engagement is performed in synchronization with the completion of the shift operation of the other transmission unit 21. The operation of element B0 can be completed.

In addition, an overdrive planetary rJ unit 17 is used as the sub-shift unit 16, and the main shift unit 21
If the front planetary gear unit 19 and rear planetary gear unit 20 are used as the front planetary gear unit 19 and rear planetary gear unit 20, the conventional automatic transmission gear mechanism with overdrive can be used almost as is, and the multi-stage automatic transmission 8! can be provided. Also,
Solenoid valve S for control valve 66 control.

When the modulator pressure from the modulator valve 65 acts on the solenoid valve S. It is possible to use a compact solenoid valve S0 without applying high pressure and large pressure fluctuation hydraulic pressure to the control valve 66, and it is possible to improve durability, and each hydraulic pressure applied to the control valve 66 is also Therefore, while the throttle pressure is applied to the control valve 66, the area 73a, y2 on which the throttle pressure and the predetermined engagement friction element feedback pressure act can be made small, and the control The valve 66 can also be made smaller and its durability can be improved.

[Brief explanation of the drawing]

FIG. 1 is a diagram showing the main parts of a hydraulic control mechanism according to the present invention, FIG. 2 is an overall sectional view showing an automatic transmission to which the present invention is applied, and FIG. 3 is an overall view showing the hydraulic control mechanism. FIG. 4 is a diagram showing the manual valve, and FIG. 5 is a diagram showing the operating state of each device at each position. Further, FIGS. 6 to 12 are diagrams showing the operation of the automatic transmission in different states, respectively. Furthermore, FIG. 13 is a block diagram showing the functions of the invention, and FIG. 14 is a diagram showing the gear shifting operation of the sub-transmission unit and the main transmission unit. 1. Multi-stage automatic transmission, 2. Torque humverter
, 3. (Planetary) transmission gear mechanism, 5. Hydraulic control mechanism, 16. Sub-transmission unit 1-117.
Overdrive planetary gear unit, 19...Front planetary gear unit, 20...Rear planetary gear unit, 21...Main transmission unit,
30... Predetermined gear (sun gear), 41... Throttle valve, 51.52, 53... Shift valve, 53... Third shift valve, 65-...S
Modulator valve, 66...(B0 release) control valve N A2... Rotation sensor
, Bo, B2゜B3・Frictional engagement element (brake),
B...Predetermined frictional engagement element (0/D brake), C
Q. C, , C2...Friction engagement element (clutch), E... Control section, s,, B2. s,, sL, s. ,-, Solenoid valve, So...Solenoid valve, zH
p Y H oil road. Figure 13 Figure 14 February 10, 1986

Claims (4)

[Claims] (1) A transmission gear mechanism that has a sub-transmission unit and a main transmission unit, and obtains multi-stage transmission by a combination of these re-transmission units based on controlling frictional engagement elements that switch gears of each transmission unit; A multi-stage automatic transmission comprising a shift valve and a solenoid valve that control each frictional engagement element of the transmission gear mechanism, and a hydraulic control mechanism having a throttle valve that obtains a throttle pressure corresponding to the engine output. A control valve is interposed in an oil passage communicating with a predetermined friction engagement element on one side, and a solenoid valve for controlling the control valve is disposed, and the solenoid valve is controlled on/off based on a signal from a control section. , the control valve is appropriately operated to control the hydraulic pressure acting on the predetermined frictional engagement element so that the speed change operations of both the speed change units are synchronized, and the throttle pressure is applied to the control valve. . A multi-stage automatic transmission control device, wherein the hydraulic pressure acting on the predetermined frictional engagement element is configured to correspond to the engine output. (2) The predetermined frictional engagement element is a frictional engagement element of the auxiliary transmission unit, and the downshift operation of the auxiliary transmission unit is configured to synchronize with the upshift operation of the main transmission unit. The multi-stage automatic transmission control device according to item 1. (3) The auxiliary transmission unit is an overdrive planetary gear unit, the main transmission unit includes a front planetary gear unit and a rear planetary gear unit, and the predetermined friction engagement element is a brake of the overdrive planetary gear unit, and 2. The multi-stage automatic transmission control device according to claim 1, wherein said predetermined gear is a sun gear of a main transmission unit, and said control valve is a brake release control valve that controls release pressure of said brake. (4) The multi-stage automatic transmission control device according to claim 1, wherein a modulator pressure from a modulator valve is applied to the solenoid valve for controlling the control valve.