JP2010156445A - Method of filling working fluid of automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To secure the stability of initial variable speed performance of an automatic transmission. <P>SOLUTION: A working fluid is filled in the inside of a working fluid chamber 312 and the inside of an oil passage 313 by sending the working fluid from a working fluid tank 402 into the inside of the working fluid chamber 312 and the inside of the oil passage 313 in such a state that pressures in the inside of the working fluid chamber 312 and the inside of the oil passage 313 are reduced into negative pressures using a vacuum pump 401 before incorporating a valve body to a case 10. Thus, the stability of initial variable speed performance of the automatic transmission can be secured because air is prevented from being mixed into a hydraulic circuit composed by the working fluid chamber 312 and the oil passage 313 by filling the working fluid in such a state that pressures in the inside of the working fluid chamber 312 and the inside of the oil passage 313 are reduced into negative pressures. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a method of filling hydraulic oil in an automatic transmission in which a friction engagement element such as a clutch or a brake is disposed inside a case, and more specifically, a hydraulic oil chamber for operating a friction engagement element. The present invention relates to a hydraulic fluid filling method for an automatic transmission that fills hydraulic fluid therein.

  In a vehicle equipped with an engine (internal combustion engine), the gear ratio between the engine and the drive wheel is automatically used as a transmission that properly transmits the torque and rotation speed generated by the engine to the drive wheel according to the running state of the vehicle. Automatic transmissions that are optimally set are known. As an automatic transmission mounted on a vehicle, for example, a belt-type continuously variable transmission (CVT) that continuously adjusts a gear ratio, a friction engagement element such as a clutch or a brake, and a planetary gear device There is a planetary gear type transmission that sets a transmission gear ratio (gear ratio) using.

  In an automatic transmission mounted on a vehicle, for example, a plurality of outer plates (friction plates) and a plurality of inner plates (friction plates) arranged between the outer plates constitute a friction engagement element. A piston for pressing the friction engagement element to engage the outer plate and the inner plate is provided. In addition, a hydraulic oil chamber is formed on the back side of the piston, and the hydraulic oil from the valve body (ATF: Automatic Transmission fluid) is supplied to the hydraulic oil chamber through the oil passage, so that the piston has a friction engagement element. The friction engagement element is brought into an engaged state by pressing, and the frictional engagement element is released by an elastic force of a return spring or the like by removing the hydraulic oil from the hydraulic oil chamber (for example, Patent Document 1 and 2).

JP 2007-155071 A JP 2008-215503 A Japanese Patent Laying-Open No. 2005-076527

  By the way, when the valve body is assembled to the case of the automatic transmission, air may remain in the hydraulic oil chamber that operates the friction engagement element. If air remains in the hydraulic oil chamber, the speed change characteristics may not be stable. There is. In particular, the hydraulic oil chamber (brake servo) that operates the brake is not designed to allow air to escape, so when the valve body is assembled, the air present in the oil passage and brake servo remains in the oil circuit. . If air remains in this way, the remaining air is compressed when hydraulic oil is supplied to the brake servo, and the brake engagement characteristics, that is, the speed change performance, may not be stable. In particular, in an automatic transmission having a clutch-to-clutch transmission mechanism, there is a possibility that the stability of the initial transmission performance may be affected by air mixing.

  Since the engagement responsiveness of the frictional engagement element such as the brake is learned, the speed change performance becomes stable as the learning progresses.

  The present invention has been made in consideration of such a situation, and it is possible to fill hydraulic oil so that air does not enter an oil circuit constituted by a hydraulic oil chamber and an oil passage that operates a friction engagement element. An object of the present invention is to provide a hydraulic oil filling method for an automatic transmission capable of ensuring the stability of initial transmission performance.

  The present invention includes a friction engagement element disposed inside a case, and a hydraulic oil chamber for operating the friction engagement element inside the case, one end communicating with the hydraulic oil chamber, and the other end In the automatic transmission in which an oil passage facing the mating surface of the case with the valve body is formed, the hydraulic oil is filled in the hydraulic oil chamber, and before the valve body is assembled to the case In the state where the inside of the hydraulic oil chamber and the inside of the oil passage are reduced to a negative pressure, the working oil is sent into the inside of the hydraulic oil chamber and the inside of the oil passage, and the inside of the hydraulic oil chamber and the oil passage Characterized by filling hydraulic oil inside.

  As a specific configuration of the present invention, a vacuum pump, a hydraulic oil tank (oil tank), and a switching valve that selectively connects an oil passage of the automatic transmission case to either the vacuum pump or the hydraulic oil tank ( For example, a three-way valve) is used to operate the vacuum pump in a state where the oil passage is connected to the vacuum pump by the switching valve, and the inside of the hydraulic oil chamber and the inside of the oil passage are reduced to a negative pressure, and then the switching is performed. The valve is switched to connect the oil passage to the hydraulic oil tank, and the hydraulic oil in the hydraulic oil tank is fed into the hydraulic oil chamber and the oil passage to enter the hydraulic oil chamber and the oil passage. A configuration in which hydraulic oil is filled can be given.

  According to the present invention, before assembling the valve body to the case of the automatic transmission, the inside of the hydraulic oil chamber and the inside of the oil passage are reduced to a negative pressure inside the hydraulic oil chamber and the oil passage. Since the hydraulic oil is fed and filled with the hydraulic oil, air is not mixed into the oil circuit constituted by the hydraulic oil chamber and the oil passage. Thereby, the stability of the initial speed change performance of the automatic transmission can be ensured. When assembling the valve body to the case of the automatic transmission, the oil inside the valve body and each oil passage are filled with hydraulic oil. It does not enter the oil passage.

It is a skeleton figure which shows an example of the automatic transmission to which this invention is applied. It is an operation | movement table | surface of the automatic transmission shown in FIG. It is a longitudinal cross-sectional view which shows a part of automatic transmission to which this invention is applied. It is a figure which shows typically an example of the hydraulic-oil filling method of this invention. It is a fragmentary longitudinal cross-section which shows the state which assembled | attached the valve body to the housing case of an automatic transmission.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  FIG. 1 is a skeleton diagram showing an example of an automatic transmission (including a torque converter) to which the present invention is applied. The automatic transmission 1 of this example is mounted on an FF (front engine / front drive) type vehicle.

  First, the torque converter 200 includes a pump impeller 201 on the input shaft side, a turbine runner 202 on the output shaft side, a stator 203 that develops a torque amplification function, and a one-way clutch 204. The pump impeller 201 and the turbine runner 202 are Power is transmitted between the two through the fluid.

  The torque converter 200 is provided with a lockup clutch 205 that directly connects the input side and the output side. When the lockup clutch 205 is completely engaged, the pump impeller 201 and the turbine runner 202 are integrated. Rotate. Further, by engaging the lockup clutch 205 in a predetermined slip state, the turbine runner 202 rotates following the pump impeller 201 with a predetermined slip amount during driving.

The automatic transmission 1 includes a first transmission unit 1A mainly composed of a single pinion type first planetary gear unit 103, a single pinion type second planetary gear unit 104, and a double pinion type third planetary gear unit 105. Is a planetary gear type multi-stage transmission that shifts the rotation of the input shaft 100, transmits it to the output shaft 106, and outputs it from the output gear 107. is there. The output gear 107 is coupled directly or via a counter shaft to a differential gear device mounted on the vehicle. Since the automatic transmission 1 and the torque converter 200 are substantially symmetrical with respect to the center line, the lower half of the center line is omitted in FIG.

  The first planetary gear device 103 constituting the first transmission unit 1A includes three rotating elements, a sun gear S1, a carrier CA1, and a ring gear R1, and the sun gear S1 is coupled to the input shaft 100. Further, the sun gear S1 is decelerated and rotated with respect to the input shaft 100 using the carrier CA1 as an intermediate output member by fixing the ring gear R1 to the non-rotating housing case 10 via the third brake B3.

  In the second planetary gear device 104 and the third planetary gear device 105 constituting the second transmission unit 1B, four rotating elements RM1 to RM4 are configured by being partially connected to each other.

  Specifically, the first rotating element RM1 is constituted by the sun gear S3 of the third planetary gear unit 105, and the ring gear R2 of the second planetary gear unit 104 and the ring gear R3 of the third planetary gear unit 105 are connected to each other. A second rotation element RM2 is configured. Further, the carrier CA2 of the second planetary gear device 104 and the carrier CA3 of the third planetary gear device 105 are connected to each other to constitute a third rotating element RM3. The fourth rotating element RM4 is configured by the sun gear S2 of the second planetary gear unit 104.

  In the second planetary gear device 104 and the third planetary gear device 105, the carriers CA2 and CA3 are configured by a common member, and the ring gears R2 and R3 are configured by a common member. Further, the pinion gear of the second planetary gear unit 104 is a Ravigneaux type planetary gear train that also serves as the second pinion gear of the third planetary gear unit 105.

  The first rotating element RM1 (sun gear S3) is integrally connected to the carrier CA1 of the first planetary gear device 103, which is an intermediate output member, and selectively connected to the housing case 10 by the first brake B1 for rotation. Stopped. The second rotating element RM2 (ring gears R2 and R3) is selectively connected to the input shaft 100 via the second clutch C2, and is selectively connected to the housing case 10 via the one-way clutch F1 and the second brake B2. It is connected and stopped.

  The third rotation element RM3 (carriers CA2 and CA3) is integrally connected to the output shaft 106. The fourth rotation element RM4 (sun gear S2) is selectively coupled to the input shaft 100 via the first clutch C1.

  In the automatic transmission 1 described above, the first clutch C1, the second clutch C2, the first brake B1, the second brake B2, the third brake B3, and the one-way clutch F1, which are friction engagement elements, are in a predetermined state. The gear position is set by being engaged or released.

FIG. 2 is an engagement table for explaining the engagement operation of the clutch and the brake for establishing each gear stage of the automatic transmission 1, wherein “◯” represents engagement and “×” represents release. Yes. As shown in FIG. 2, in the automatic transmission 1 of this example, when the clutch C1 is engaged, the first forward speed (1st) is established, and at this first speed, the one-way clutch F1 is engaged. When the first clutch C1 and the brake B1 are engaged, the second forward speed (2nd) is established. When the first clutch C1 and the third brake B3 are engaged, the third forward speed (3rd) is established.

  Further, when the first clutch C1 and the second clutch C2 are engaged, the fourth forward speed (4th) is established. When the second clutch C2 and the third brake B3 are engaged, the fifth forward speed (5th) is established. When the second clutch C2 and the first brake B1 are engaged, a forward gear 6 (6th) is established. On the other hand, when the second brake B2 and the third brake B3 are engaged, a reverse speed (Rev) is established.

  FIG. 3 is a longitudinal sectional view of the second transmission portion 1B of the automatic transmission 1 shown in FIG. With reference to this FIG. 3, 2nd brake B2 to which the lubricating oil filling method of this invention is applied is demonstrated. Since the automatic transmission 1 is substantially symmetrical with respect to the center line, the lower half of the center line is omitted in FIG.

  First, the second transmission unit 1B of this example includes an input shaft 100, a single pinion type second planetary gear device 104, and a double pinion type third planetary gear supported by a housing case 10 so as to be relatively rotatable via bearings. A device 105, a first clutch C1, a second clutch C2, a second brake B2, and a piston 311 for operating the second brake B2 are provided.

  The friction engagement element 300, which is a constituent member of the second brake B2, includes a plurality of outer brake plates (friction plates) 301 and a plurality of inner brake plates (friction plates) disposed between the outer brake plates 301. 302. The friction engagement element 300 is restricted from moving toward the one-way clutch F1 (moving in the axial direction) by a snap ring 303 disposed between the friction engagement element 300 and the one-way clutch F1.

  The outer brake plate 301 is spline-fitted to the inner peripheral surface of the non-rotating housing case 10 together with the outer ring of the one-way clutch F1. On the other hand, the inner brake plate 302 is spline-fitted to the outer peripheral surface of the end portion of the ravinio ring gear 310.

  A piston 311 is disposed on the back side (torque converter 200 side) of the friction engagement element 300. The piston 311 is a substantially annular member, and a pressing member 311a is integrally formed. The piston 311 is slidably fitted in a substantially annular recess 10 a provided in the housing case 10, and can be displaced in a direction parallel to the input shaft 100.

  A hydraulic oil chamber (brake servo) 312 is formed on the back side of the piston 311. The hydraulic oil chamber 312 is a substantially annular oil chamber as shown in the schematic diagram of FIG.

  One end of an oil passage 313 communicates with the hydraulic oil chamber 312 as shown in FIG. The other end of the oil passage 313 faces the mating surface 10b of the housing case 10 with the valve body 500, as shown in FIGS.

  As shown in FIG. 5, the oil passage 313 for the second brake B2 of the housing case 10 and the oil passage 501 for the second brake B2 of the valve body 500 in a state where the valve body 500 is assembled to the housing case 10. When hydraulic oil from the valve body 500 is supplied into the hydraulic oil chamber 312 shown in FIG. 3 through the oil passage 313 in a state where the valve body 500 is assembled to the housing case 10. The piston 311 shown in FIG. 3 moves toward the friction engagement element 300, and the pressing member 311 a of the piston 311 presses the friction engagement element 300. When the friction engagement element 300 is pressed in this manner, the outer brake plate 301 and the inner brake plate 302 constituting the friction engagement element 300 are engaged with each other (engagement of the second brake B2). When the hydraulic oil in the hydraulic oil chamber 312 is released from this engaged state, the piston 311 moves in a direction away from the friction engagement element 300 by the elastic force of a return spring (not shown), and the outer brake plate. 301 and the inner brake plate 302 are disengaged, and the second brake B2 is released. An oil passage 323 shown in FIG. 5 is an oil passage communicating with a hydraulic oil chamber (not shown) of the third brake B3, and the valve body 500 is assembled to the housing case 10 also for the third brake B3. In this state, the oil passage 323 for the third brake B3 of the housing case 10 and the oil passage 502 for the third brake B3 of the valve body 500 communicate with each other.

-Hydraulic oil filling method-
One example of a method for filling the hydraulic oil chamber 312 of the second brake B2 of the automatic transmission 1 with the hydraulic oil will be described with reference to FIGS.

  In this example, the hydraulic oil is supplied to the second brake B2 using the vacuum pump 401, the oil tank 402 storing the hydraulic oil to be filled in the automatic transmission 1, the three-way valve 403, and the pipes 411, 412, and 413. The chamber 312 is filled.

  The three-way valve 403 is a generally known rotary three-way valve, and is provided with a first connection port 403a, a second connection port 403b, and a third connection port 403c. A position where the connection port 403a and the third connection port 403c are connected (connection state in FIG. 4A; this connection state is referred to as “first connection position”), or the second connection port 403b and the third connection port 403c. Can be selectively switched to one of the positions (the connection state in FIG. 4B; this connection state is referred to as “second connection position”).

  Next, the procedure for filling hydraulic oil will be described below.

  (1) Before assembling the valve body 500 to the housing cover 10 of the automatic transmission 1, the housing cover 10 is arranged so that the assembling surface 10b of the valve body 500 faces up.

  (2) As shown in FIG. 4, the vacuum pump 401 is connected to the first connection port 403a of the three-way valve 403 using a pipe 411, and the oil tank 402 is connected to the second connection port 403b using a pipe 412. . In addition, an oil passage 313 for the second brake B2 of the housing case 10 is connected to the third port 403c of the three-way valve 403 using a pipe 413.

  (3) After the above setting is completed, as shown in FIG. 4A, the three-way valve 403 is set to [first connection position], and the oil passage 313 for the second brake B2 is connected to the vacuum pump 401. The vacuum pump 401 is operated in the connected state. By the operation of the vacuum pump 401, the air inside the hydraulic oil chamber 312 and the oil passage 313 of the second brake B2 is sucked (evacuated), and the inside of the hydraulic oil chamber 312 and the inside of the oil passage 313 are depressurized. It becomes negative pressure.

  (S4) Next, as shown in FIG. 4B, the three-way valve 403 is switched to the “second connection position” to connect the oil passage 313 for the second brake B2 to the oil tank 402. With such connection, the inside of the hydraulic oil chamber 312 of the second brake B2 in the negative pressure state (vacuum state) and the inside of the oil passage 313 and the inside of the oil tank 402 are communicated. Flows into the oil passage 313 and the hydraulic oil chamber 312, and the hydraulic oil is filled into the hydraulic oil chamber 312 and the oil passage 313.

  In this manner, by reducing the inside of the hydraulic oil chamber 312 and the inside of the oil passage 313 to a negative pressure, by feeding the hydraulic oil into the inside of the hydraulic oil chamber 312 and the inside of the oil passage 313 and filling the hydraulic oil, Air does not enter the oil circuit constituted by the hydraulic oil chamber 312 and the oil passage 313.

  (5) After the above filling of the hydraulic oil is completed, the pipe 413 connected to the oil passage 313 of the housing case 10 is removed, and the valve body 500 is assembled to the housing case 10 from above as shown in FIG. . At this time, since the valve, each oil passage, and the like inside the valve body 500 are filled with hydraulic oil, the oil circuit is configured by the hydraulic oil chamber 312 and the oil passage 313 even when the valve body 500 is assembled. It does not get mixed in.

  As described above, according to this example, since air does not enter the oil circuit constituted by the hydraulic oil chamber 312 and the oil passage 313, the stability of the initial speed change performance of the automatic transmission 1 is ensured. can do. Further, by filling the hydraulic oil in a state where the inside of the hydraulic oil chamber 312 and the inside of the oil passage 313 are at a negative pressure, the filling time of the hydraulic oil can be shortened.

-Other embodiments-
In the above example, the example in which the hydraulic oil chamber (brake servo) of the second brake B2 is filled with hydraulic oil has been described. However, when the hydraulic oil chamber of the first brake B1 or the third brake B3 is filled with hydraulic oil. The present invention is also applicable. Further, the present invention is not limited to the brake of the automatic transmission, but can be applied to the case where hydraulic oil is filled in the hydraulic oil chamber (clutch servo) of the clutch.

  In the above example, the present invention is applied to the hydraulic oil filling of the automatic transmission of the forward six-speed shift. However, the present invention is not limited to this, and the planetary gear type automatic transmission of any other shift stage is possible. It can also be applied to hydraulic oil filling of a transmission.

  The present invention is not limited to an automatic transmission mounted on an FF (front engine / front drive) type vehicle, but is an automatic transmission mounted on an FR (front engine / rear drive) type vehicle or a four-wheel drive vehicle. It is also applicable to filling machine hydraulic oil.

DESCRIPTION OF SYMBOLS 1 Automatic transmission 10 Housing case 10b Mating surface B2 2nd brake 300 Friction engagement element 301 Outer brake plate 302 Inner brake plate 311 Piston 312 Hydraulic oil chamber (brake servo)
313 Oil passage 401 Vacuum pump 402 Oil tank 403 Three-way valve 500 Valve body

Claims (2)

A friction engagement element disposed inside the case, and a hydraulic oil chamber for operating the friction engagement element inside the case, one end communicating with the hydraulic oil chamber, and the other end of the case In an automatic transmission in which an oil passage facing a mating surface with a valve body is formed, the hydraulic oil is filled in the hydraulic oil chamber,
Before assembling the valve body to the case, in a state where the inside of the hydraulic oil chamber and the inside of the oil passage are reduced to a negative pressure, the hydraulic oil is sent into the inside of the hydraulic oil chamber and the inside of the oil passage, A hydraulic fluid filling method for an automatic transmission, characterized in that hydraulic fluid is filled in a hydraulic oil chamber and an oil passage. In the hydraulic fluid filling method for an automatic transmission according to claim 1,
A vacuum pump, a hydraulic oil tank, and a switching valve that selectively connects an oil path of the case to either the vacuum pump or the hydraulic oil tank, and the hydraulic path is connected to the vacuum pump by the switching valve. By operating the vacuum pump in a state connected to the pressure chamber and reducing the inside of the hydraulic oil chamber and the inside of the oil passage to a negative pressure, and then switching the switching valve to connect the oil passage to the hydraulic oil tank. A hydraulic oil filling method for an automatic transmission, wherein the hydraulic oil is filled into the hydraulic oil chamber and the oil passage.

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