JP2973047B2 - Control device for automatic transmission for vehicles - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

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

[0002]

2. Description of the Related Art Conventionally, as a control device of this type, there has been disclosed, for example, a system in which a plurality of forward-moving automatic transmissions are controlled by controlling the supply and discharge of oil to and from a plurality of hydraulic engagement elements provided in a transmission by a rotary valve. This is known from JP-A-63-31577. This rotary valve is configured by inserting a valve body rotated by a stepping motor or the like into a valve housing having a plurality of connection ports connected to the plurality of hydraulic engagement elements, respectively. The oil supply passage formed in the valve body is communicated with each predetermined connection port, and the oil discharge passage formed in the valve body is communicated with the remaining connection ports, so that each predetermined gear is established. By rotating the valve body forward, the shift speed on the high-speed side is sequentially established, upshifting is performed, and downshifting is performed by reverse rotation from the normal rotation position of the valve body. In both the upshift and the downshift, oil is released from the hydraulic engagement element released at the time of gear shifting through a common oil passage formed in the valve element.

[0003]

By the way, in order to alleviate the shift shock, at the time of an upshift, a decrease in the hydraulic pressure of the engagement element due to drainage from the hydraulic engagement element for the low speed stage on the release side is delayed. It is desirable to cause a co-engagement state with the low-speed gear hydraulic engaging element, while at the time of a downshift, the hydraulic pressure of the engaging element due to drainage from the releasing high-speed hydraulic engaging element is reduced. It is desirable to speed up the descent of the engine and to cause a temporary neutral state to cause the engine speed to rise up appropriately. Since oil is drained from the high-speed stage hydraulic engagement element during a shift through a common oil discharge passage, there is a difference in the pressure reduction characteristics of the hydraulic pressure of the release-side hydraulic engagement element between the upshift and the downshift. Difficult to attach It made.

In view of the above, the present invention provides a simple oil path configuration utilizing the characteristics of a rotary valve to reduce the difference in the pressure reduction characteristics of the hydraulic engagement element on the release side between upshift and downshift. It is intended to provide a device that can be attached.

[0005]

In order to achieve the above object,
The present invention forms an independent oil drain for upshifting and downshifting in a valve body of a rotary valve, and at each rotational position of the valve body, for a shift speed lower than a speed established at that time. The connection port connected to the hydraulic engagement element is connected to an oil passage for upshift, and the connection port connected to the hydraulic engagement element for high-speed gear is connected to the oil passage for downshift. As well as for upshifts
Release when shifting gears
Pressure drop characteristics of the released hydraulic engagement element
A hydraulic control means for providing a difference between the shift and the downshift is connected .

[0006]

The rotation of the valve element of the rotary valve, for example, from the position for establishing the second gear (hereinafter referred to as the second gear position) to the position for establishing the third gear (hereinafter referred to as the third gear position), is performed. When upshifting to the second speed, a connection port (hereinafter referred to as a second speed port) connected to the hydraulic engagement element for the second speed stage is communicated with an oil drain for upshift, and the hydraulic oil By connecting a hydraulic control means that delays the pressure drop, a shift shock during an upshift can be reduced. On the other hand, when the valve body is reversed from the second speed position to the position for establishing the first speed stage (hereinafter referred to as the first speed position) to perform a downshift from the second speed to the first speed, the second speed port is provided with a downshift oil drain. Communicated with the road,
By connecting a hydraulic control means for speeding down the hydraulic pressure to the oil discharge passage, a shift shock during a downshift can be reduced. Then, if a valve body is formed with a downshift oil discharge passage located on the forward rotation side with respect to the oil supply passage and an upshift oil discharge passage located on the reverse rotation side with respect to the oil supply passage, When the valve element rotates forward from the second gear position to the third gear position where the oil supply passage communicates with the second gear port, the upshift oil drain on the reverse rotation side communicates with the second gear port to shift from the second gear position to the first gear position. When the reverse rotation is performed, the downshift oil passage for the forward rotation communicates with the second speed port. Thus, even if the upshift and downshift oil passages are separately provided, the oil passage configuration is simplified.

[0007]

FIG. 1 shows a hydraulic control circuit of an automatic transmission for performing five forward speed shifts. The circuit includes a hydraulic source 1, a manual valve 2, and a rotary valve 3, and is connected to the hydraulic source 1. The pressure oil adjusted to a predetermined line pressure by the regulator valve 1a is supplied to the manual valve 2 via the first oil passage L1, and the first oil passage L1 is rotated by switching the manual valve 2 to the forward range. The first to fifth-speed hydraulic clutches C1, C2, which are hydraulic communication elements via the rotary valve 3, are connected to a second oil passage L2 connected to the valve 3.
C3, C4, and C5 are selectively refueled to perform first- to fifth-speed automatic shifting.

The rotary valve 3 has a valve body 5 rotatably inserted in a valve housing 4. The rotary housing 3 is provided with the valve body 4 sequentially in the normal rotation direction (clockwise direction in FIG. 1) of the valve body 5. first speed port 6 ₁ and connected to the first-speed hydraulic clutch C1, the second speed port 6 ₂ connected to the second speed hydraulic clutch C2, a third speed port 6 ₃ connected to the third speed hydraulic clutch C3, 4 fast and fourth speed ports 6 ₄ connected to the hydraulic clutch C4, the fifth speed port 6 ₅ connected to the 5-speed hydraulic clutch C5 is formed at a predetermined pitch, while the valve body 5, the second oil passage L2 An oil supply passage 8 extending radially from a shaft hole 7 connected to the valve body 5 and opening on the peripheral surface of the valve body 5 is formed.
Speed through communicated sequentially to each port 6 _{through 65} of the fifth speed, to establish a selectively fueling to first speed through fifth speed gear stage to first speed through fifth speed each hydraulic clutch C1~C5 selectively I did it.
The valve body 5, the oil supply passage 8 is normal and reverse rotation between a first speed position which communicates with the first speed port 6 _1, the fifth speed position supply passage 8 communicates with the 5-speed port 6 _2, positive valve body 5 upshift in a converter, reverse and so downshift is performed, the valve element to the third speed position 1 which communicates with the oil supply passage 8 is the third speed port 6 ₃ 5
Indicates a state where exists. On the peripheral surface of the valve element 5, a groove-shaped upshift oil discharge passage 9 extending substantially halfway around the opening end of the oil supply passage 8 in a reverse rotation direction, and a forward rotation with respect to the opening end. A groove-shaped downshift oil discharge passage 10 extending over a substantially half circumference and located on the side of the direction is formed.
First speed port 6 ₁ in the reverse direction side is positioned in the oil discharge port 1 for upshift which always communicates with the upshift oil discharge passage 9
1, to form a oil discharge port 12 for downshifts is positioned in the forward direction side of the fifth speed port 6 ₅ constantly communicates with the oil discharge passage 10 for downshifting. At each rotational position of the valve element 5, a port connected to a hydraulic clutch for a shift speed lower than the shift speed established at that time is connected to the upshift oil discharge passage 9 and a shift gear for the high speed shift speed. The port connected to the hydraulic clutch is made to communicate with the downshift oil discharge passage 10.
₁ and the second speed port 6 ₂ communicates with the oil discharge passage 9 upshift, the first speed and the oil discharge port for upshift through the exhaust oil passage 9 oil chamber of the second speed hydraulic clutches C1, C2 It is connected to 11, and the fourth speed port 6 ₄ and the 5-speed port 6 ₅ communicates with the oil discharge passage 10 for downshifting, exhaust oil passage 10 4 speed an oil chamber of the 5-speed hydraulic clutch C4, C5 are And is connected to the downshift oil discharge port 12 via the.

The upshift oil drain port 11 is opened to the atmosphere via a solenoid valve 13 for controlling the pressure reduction characteristic of the clutch pressure during oil drainage.
Are also open to the atmosphere via the electromagnetic valve 14. When the valve body 5 is normally rotated to perform an upshift, for example, when the second gear is forwardly shifted from the second gear position to the third gear position and the second gear is shifted up to the third gear, the electromagnetic valve 13 is used to operate the second gear hydraulic clutch C2. The second speed hydraulic clutch C
Causing a co-meshing state between the second and third speed hydraulic clutches C3,
On the other hand, when the valve body 5 is reversely rotated to perform a downshift, for example, when the fourth speed position is reversely shifted from the fourth speed position to the third speed position and downshifted from the fourth speed to the third speed, the solenoid valve 14 controls the clutch pressure of the fourth speed hydraulic clutch C 4 The engine speed is lowered so that a neutral state is temporarily generated, and the engine speed is appropriately increased. The oil drain ports 11 and 12 are connected to the orifices 15 and 16 in parallel with the solenoid valves 13 and 14, respectively, so that oil can be drained even if the solenoid valves 13 and 14 lock in the closed position due to failure. The orifice 15 is dedicated to the upshift, the orifice 16 is dedicated to the downshift, and the orifice 15 has a relatively small diameter. By making the diameter of 16 relatively large, even when the solenoid valves 13 and 14 fail, the clutch pressure of the disengagement hydraulic clutch can be delayed during an upshift and accelerated during a downshift to mitigate the shift shock. .

In FIG. 1, the oil passages 9 and 10 are shared by all of the hydraulic clutches C1 to C5. , For example, during an upshift from the second speed to the third speed, the clutch pressure of the second speed hydraulic clutch C2 changes via the upshift drain passage 9 to the first speed hydraulic clutch C1. In addition, at the time of the downshift from the 4th speed to the 3rd speed, the clutch pressure of the 4th speed hydraulic clutch C4 acts on the 5th speed hydraulic clutch C5. It is desirable to provide it. FIGS. 2 to 4 show a rotary valve 3 that meets such a demand.
_{1 through 65} at intervals of the axial direction and FIG. 1 so as to form in the same phase, the first speed in FIG. 1 and the same phase in the axial position that matches the respective port 6 _{through 65} of the valve body 5 to the oil supply passage 8 ₁ for 5-speed
8 ₅ and the oil discharge passage 91 _to 93 ₅ and forms a discharge oil passage 10 ₁ to 10 ₅ for each downshift the upshift, further respective upshift oil discharge passage 9 _to 93 in valve housing 4 1st to _5th connected to 5
And the oil discharge port 11 ₁ to 11 ₅ for each upshift for fast, oil discharge port 12 ₁ for each downshift for first speed through fifth speed which is connected to the oil discharge passage 10 ₁ to 10 ₅ for each downshift 12 ₅ and the at intervals respectively axially formed in the same phase as in FIG.
Position shown are third speed position 3rd-speed oil passage 8 ₃ communicates with the third speed port 6 _3, as this time is shown in FIG. 4, the first speed and the port ₆₁ of the second speed, 6 ₂ is communicated to the oil discharge passage 9 _1, 9 ₂ for each upshift for a 2-speed respectively first speed, and 4
Fast and 5-speed ports 6 _4, 6 ₅ is communicated with the oil discharge passage 10 ₄ to 10 ₅ for each downshift for 5-speed and one for each 4-speed. The up oil discharge port 11 ₁ to 11 ₅ shift, respectively orifice 15 ₁ to 1 in each of the oil passages connected to the respective ports
5 ₅ with opened to the atmosphere via a merge these oil passages on the downstream side is open to the atmosphere via a common solenoid valve 13, further merging portion of the upstream oil passages to each check valve 17 _{1-17 5} interposed the oil discharged from the oil discharge port is prevented from flowing into the other oil discharge port. The similarly downshift oil discharge port 12 ₁ to 12 _5, open to the atmosphere via a common solenoid valve 14 at the confluent portion of the downstream side while being opened to the atmosphere through the respective orifices 16 ₁ to 16 _5, and Check valves 1 in each oil passage upstream of the junction
8 _{1-18 5} interposed a Aru oil discharged from the oil discharge port so as not to flow into other oil discharge port.

Referring to FIG. 2, reference numeral 19 denotes a stepping motor for rotating the valve body 5. The motor 19 is driven by an electronic control circuit (not shown) to rotate the valve body 5 forward and backward, and stored in the control circuit. The valve body 5 is always set with a spring 20 so as to prevent a sudden downshift to the first speed stage during traveling in the high speed stage due to a failure of the electronic control circuit, a failure of the motor 19, etc. Urged in the forward direction. or,
An oil supply port 21 connected to the second oil passage L2 is opened on the end face of the valve housing 4, and oil is supplied from the port 21 to the shaft hole 7 of the valve body 5 via a pipe 22. the radially outer ends of each port 6 _{through 65} of the fifth speed closed by the ball 23, the connecting hole extending through respective ports 6 _{through 65} in the axial direction 6
An opening is formed in the end face of the valve housing 4 via a, and an oil passage connected to each of the hydraulic clutches C1 to C5 is connected to the opening end. In the drawing, reference numeral 24 denotes a stopper bolt which regulates a rotation range of the valve element 5 in cooperation with a guide groove 5a formed at an end of the valve element 5.

[0012]

As is apparent from the above description, according to the present invention, oil is released from the hydraulic engagement element that is released at the time of shifting through different oil passages for upshift and downshift. Therefore , each hydraulic drain has its own hydraulic control means
By simply connecting , the difference between the up-shift and the down-shift in the step-down characteristic of the hydraulic pressure of the hydraulic engagement element on the release side can be made different, so that the shift shock can be mitigated with a simple configuration , and the up-shift The oil passages for the oil supply and the downshift may be formed in the valve body so as to be located on opposite sides of the oil supply passage, and this has the effect of simplifying the oil passage configuration.

[Brief description of the drawings]

FIG. 1 is a hydraulic circuit diagram of an embodiment of the present invention.

FIG. 2 is a longitudinal sectional view of a rotary valve.

FIG. 3 is a cross-sectional view of the rotary valve cut along the line III-III in FIG. 2;

FIG. 4 is a development view of a peripheral surface of a valve body of a rotary valve.

[Explanation of symbols]

C1 to C5 Hydraulic clutch (hydraulic engagement element) 3 Rotary valve 4 Valve housing 5 Valve body 6 _{1 to} 6 ₅ Connection port 8, 8 ₁ to 8 ₅ Oil supply path 9, 9 _{1 to} 9 ₅ Upshift oil discharge path 10 Drain oil passage for 10 ₁ to 10 ₅ downshift

──────────────────────────────────────────────────続 き Continued on the front page (58) Field surveyed (Int.Cl. ⁶ , DB name) F16H 61/06 F16H 61/00

Claims (2)

(57) [Claims] 1. A rotary valve for controlling oil supply / discharge to / from a plurality of hydraulic engagement elements provided in an automatic transmission for a vehicle, wherein the rotary valve has a plurality of connection ports respectively connected to the hydraulic engagement elements. And a rotatable valve body inserted into the valve housing, and an oil supply passage formed in the valve body is communicated with each predetermined connection port at each rotational position of the valve body. In addition, in a control device in which an oil passage formed in the valve body is communicated with the remaining connection port to establish each of the predetermined shift speeds, the valve body is provided with independent exhausts for upshifting and downshifting. An oil passage is formed, and at each rotational position of the valve body, a connection port connected to a hydraulic engagement element for a shift speed lower than the shift speed established at that time is provided with an upshift oil discharge passage and a high speed Connected to the hydraulic engagement element for the side gear The connection port communicates with the downshift oil drain , and the upshift
The oil release path and the downshift oil release path are
Upshift of the hydraulic pressure of the release side hydraulic engagement element
A control device for an automatic transmission for a vehicle , wherein a hydraulic control means for making a difference between the shift and the downshift is connected . (2) The hydraulic control means is provided during an upshift.
Delay the hydraulic pressure reduction of the release side hydraulic engagement element,
To reduce the hydraulic pressure of the release hydraulic engagement element
The vehicle according to claim 1, wherein:
Control device for dynamic transmission.