JP5730254B2 - Automatic transmission - Google Patents

Description

  The present invention relates to an automatic transmission mounted on a vehicle, and in particular, power from a prime mover can be transmitted to a transmission mechanism by supplying a control hydraulic pressure controlled by an electronically controlled solenoid valve to a friction engagement element and fastening it. The present invention relates to an automatic transmission.

As an automatic transmission for vehicles that is becoming popular in recent years, in a belt-type continuously variable transmission, a forward / reverse switching is performed between an input shaft on a prime mover side such as an internal combustion engine or an electric motor and a transmission mechanism as shown in FIG. The forward clutch 15 and the reverse clutch 17 are provided, and the hydraulic pressure supply to the forward clutch 15 and the reverse clutch 17 is switched by a manual valve 20 'that is manually operated by a select lever (not shown).
The manual valve 20 ′ includes a spool hole 22 ′ formed in the valve body 21 and a spool 30 ′ that slides in the spool hole.
The spool hole 22 ′ is provided with an input port pIN connected to the solenoid valve 13 along its axis, a D port pD connected to the forward clutch 15, an R port pR connected to the reverse clutch 17, and a drain port x.
A control hydraulic pressure obtained by controlling the pilot pressure output from the control source pressure generating unit 2 with the solenoid valve 13 is supplied to the input port pIN.

The spool 30 ′ includes a first land 33 ′ and a second land 34 ′ each having a diameter aligned with the spool hole 22 ′ along a base shaft 31 having a smaller diameter than the spool hole 22 ′, and a front end opening 23 of the spool hole 22 ′. A connecting yoke 32 for connecting to a connecting linkage to the select lever is provided at the tip of the base shaft 31 projecting from the outside.
Each port of the spool hole 22 ′ is arranged in the order of the drain port x, R port pR, input port pIN, and then D port pD from the front end opening 23 side, and the first land 33 ′ is closer to the connecting yoke 32 on the spool. is there.

In FIG. 7A, the hydraulic pressure supply path when the manual valve 20 ′ is in the R (reverse) range position is indicated by hatching.
The first land 33 ′ of the spool 30 ′ is located between the R port pR and the drain port x to block both, and the second land 34 ′ is located between the input port pIN and the D port pD to block both. On the other hand, the input port pIN and the R port pR are communicated between the first land 33 ′ and the second land 34 ′. Thereby, the control hydraulic pressure from the solenoid valve 13 is supplied to the reverse clutch 17.

In FIG. 7B, the hydraulic pressure supply path when the manual valve 20 ′ is in the D (forward) range position is indicated by hatching.
The first land 33 ′ of the spool 30 ′ is located between the input port pIN and the R port pR and shuts off both, and the second land 34 ′ is disconnected from the position between the input port pIN and the D port pD and communicates both. It is in the position to let you. Thereby, the control hydraulic pressure from the solenoid valve 13 is supplied to the forward clutch 15.

  Here, when the solenoid valve 13 fails to operate due to an electrical or mechanical failure, particularly when the operation is stopped in the drain state, the hydraulic pressure is not supplied to the manual valve 20 ′ (input port pIN). In addition, neither the forward clutch 15 nor the reverse clutch 17 can be engaged, and the vehicle cannot run.

As a countermeasure, for example, Japanese Patent Application Laid-Open No. 63-243554 discloses a solenoid that switches hydraulic pressure supply to and from a selection mechanism and a shift actuator in a transmission having a multi-stage transmission mechanism that switches meshing of a plurality of gears. An emergency supply / discharge circuit having a switching valve for separating the valve from both actuators is provided, and a manual directional control valve is provided in the emergency supply / discharge circuit to operate both actuators. What is comprised is disclosed.
Oil pressure is further supplied to the direction control valve and the switching valve of the emergency supply / discharge circuit through a manual pilot operation switching valve.
The direction control valve is constituted by a spool valve, and causes the actuator to perform a switching operation by manually sliding the spool.
This makes it possible to move the vehicle to a place where it can be inspected or repaired even when the solenoid valve is not operating as described above.

JP-A-63-243554

  However, since JP-A-63-243554 is a multi-stage transmission, the actuator is used as a forward / reverse clutch, except that there are a large number of solenoid valves for switching the hydraulic supply / exhaust to the select and shift actuators. Even in the case of replacement and comparison, the complicated configuration requires a switching valve, a directional control valve, and a pilot operation switching valve. In addition, there are two objects to be manually operated: a pilot operation switching valve and a direction control valve, and it cannot be said that it is easy to use.

  Therefore, an object of the present invention is to provide an automatic transmission that can be driven with good operability even when the solenoid valve is not operated, with a simple configuration.

Therefore, the present invention includes a friction engagement element between the prime mover side and the speed change mechanism, and also includes a manual valve between the solenoid valve that outputs control hydraulic pressure by electronic control and the friction engagement element, and the manual valve is in a non-traveling range. In an automatic transmission for a vehicle having a position and a travel range position and supplying a control hydraulic pressure to a frictional engagement element when the travel range position is selected, and allowing the power from a prime mover to be transmitted to a transmission mechanism ,
The manual valve further solenoid valve connecting the frictional engagement element different from the hydraulic pressure source have a emergency range position is supplied to the frictional engagement element hydraulic pressure from said hydraulic source,
The emergency range position is set on the extension of the range position row corresponding to the normal operating range of the manual valve.
The friction engagement element includes a forward clutch for moving the vehicle forward and a reverse clutch for moving the vehicle backward;
The emergency range position is
An emergency D range position for connecting the hydraulic power source and the forward clutch adjacent to the D range position for connecting the solenoid valve and the forward clutch;
The emergency R range position where the hydraulic power source and the reverse clutch are connected is adjacent to the R range position where the solenoid valve and the reverse clutch are connected .

Even if the solenoid valve does not operate due to a malfunction and control oil pressure is no longer supplied to the manual valve, the vehicle can be driven by switching the manual valve to the emergency range position and moved to a place where it can be inspected or repaired. Can do.
Further, only an emergency range position connected to the hydraulic pressure source is added to the manual valve, and no separate member such as a new switching valve is required. Therefore, the configuration is simple and can be realized at low cost.
Similarly, since the emergency range position is set to the manual valve, it is easy to switch to the emergency range position by operating the select lever connected to the manual valve, which is easy to use.

1 is a hydraulic circuit diagram showing an embodiment of the present invention. It is a figure which shows the hydraulic pressure supply path | route at the time of R range position. It is a figure which shows the hydraulic pressure supply path | route at the time of N range position. It is a figure which shows the hydraulic pressure supply path | route at the time of D range position. It is a figure which shows the hydraulic pressure supply path | route at the time of the emergency R range position. It is a figure which shows the hydraulic pressure supply path | route at the time of the emergency D range position. It is a figure which shows the conventional hydraulic circuit.

Hereinafter, an embodiment in which the present invention is applied to an automatic transmission including a forward clutch and a reverse clutch will be described.
FIG. 1 is a hydraulic circuit diagram of an automatic transmission showing an embodiment.
The hydraulic circuit 1 supplies control hydraulic pressure from the solenoid valve 13 and emergency hydraulic pressure from other hydraulic sources to the forward clutch 15 and the reverse clutch 17 via the manual valve 20 when necessary. Note that one of the forward clutch 15 and the reverse clutch 17 takes the form of a brake depending on the arrangement of each other.

The solenoid valve 13 is a known linear three-way valve, and has an input port 13i, an output port 13o, a pressure regulating port 13c, and a drain port 13d. The solenoid valve 13 fully communicates between the input port 13i and the output port 13o in a driving signal OFF (OFF) state.
The input port 13 i is connected to a control source pressure generating unit 2 that generates pilot pressure via an oil passage 3, and the output port 13 o is connected to an input port pIN (described later) of the manual valve 20 via an oil passage 4.
By controlling the position of the spool 14, the drain port 13d is closed when the input port 13i and the output port 13o are fully open, and the output port 13o and the drain port 13d are connected when the input port 13i and the output port 13o are disconnected. The oil in path 4 is drained. In the middle, the control hydraulic pressure based on the pilot pressure is output to the oil passage 4 according to the opening between the input port 13i and the output port 13o.
The pressure adjusting port 13c is connected to the oil passage 4 through an orifice, and when the output hydraulic pressure fluctuates and becomes too high, the spool 14 is biased in the opening direction of the drain port 13d to stabilize the output hydraulic pressure. belongs to.

The manual valve 20 includes a spool hole 22 formed in the valve body 21 and a spool 30 that slides inside the spool hole 22 and has one end protruding outward and having a connecting yoke 32 at the tip.
The spool hole 22 has an R port pR, an input port pIN, a D port pD, a first drain port x1, an emergency D port pKD, an emergency, sequentially from the front end opening 23 side where one end of the spool 30 protrudes along the axis. An input port pKIN, an emergency R port pKR, and a second drain port x2 are provided.
The input port pIN is connected to the solenoid valve 13 via the oil passage 4 as described above.
The R port pR is connected to the reverse clutch 17 via the oil passage 6.
The D port pD is connected to the forward clutch 15 via the oil passage 7.
The emergency input port pKIN is connected to the control source pressure generator 2 via the oil passage 8, and the pilot pressure generated by the control source pressure generator 2 is used as the emergency oil pressure.

The emergency R port pKR is connected to the oil passage 6 from the R port pR to the reverse clutch 17 via the oil passage 9.
The emergency D port pKD is connected to the oil passage 7 from the D port pD to the forward clutch 15 via the oil passage 10.
The oil passage 7 connecting the D port pD and the forward clutch 15 can be provided with an orifice, a one-way valve, etc. (not shown) for adjusting the fastening speed and release speed of the forward clutch 15, but the oil passage 10 ( The emergency D port pKD) is connected closer to the D port pD than these orifices and one-way valves. Similarly, the oil passage 9 (emergency R port pKR) is also connected closer to the R port pR than an unillustrated orifice or one-way valve in the oil passage 6 connecting the R port pR and the reverse clutch 17.

The spool 30 has a first land 33, a second land 34, a third land 35, and a fourth land 36 having diameters aligned with the spool hole 22 in order from the connecting yoke 32 side along the base shaft 31 having a smaller diameter than the spool hole 22. It has.
The spool 30 is finally connected to a select lever (not shown) via a connecting yoke 32 and slides in the axial direction in response to the operation of the select lever. And the spool 30 has each range position of emergency R, P (parking), R, N (neutral), D, and emergency D in the pushing direction to the spool hole 22 in order.

The hydraulic supply / discharge paths at each range position are shown below.
FIG. 1 described above shows a state in which the manual valve 20 is in the P range position.
At the P range position, the solenoid valve 13 is in the drive signal ON (ON) state, the input port 13i and the output port 13o are disconnected, the drain port 13d is opened, and the control hydraulic pressure is supplied to the input port pIN of the manual valve 20. Not supplied.
The first land 33 of the spool 30 of the manual valve 20 is on the front end opening 23 side of the R port pR, and the second land 34 is between the R port pR and the D port pD and overlaps the input port pIN.
The third land 35 overlaps the emergency input port pKIN and the emergency D port pKD, and the fourth land 36 is located on the back side from the second drain port x2.
Thus, the second land 34 blocks between the input port pIN and the R port pR and D port pD, while the D port pD and the first drain port x1 communicate between the second land 34 and the third land 35. As indicated by point hatching, the hydraulic pressure in the oil passage 7 connected to the forward clutch 15 is drained from the first drain port x1 via the D port pD.

Further, the emergency R port pKR and the second drain port x2 communicate with each other between the third land 35 and the fourth land 36, and the oil pressure of the oil passage 6 connected to the reverse clutch 17 is indicated by the emergency R as indicated by the point hatching. Drained from the second drain port x2 via the port pKR.
As described above, in the P range, even if the pilot pressure is supplied to the emergency input port pKIN, the hydraulic pressure is not supplied to the forward clutch 15 and the reverse clutch 17.

FIG. 2 shows a hydraulic pressure supply path at the R range position.
At the R range position, the solenoid valve 13 receives a drive signal by electronic control, and communicates between the input port 13i and the output port 13o, and controls the control hydraulic pressure obtained by adjusting the pilot pressure by narrowing the drain port 13d. Supply to port pIN.
In the manual valve 20, the first land 33 of the spool 30 is closer to the front end opening 23 than the R port pR, and the second land 34 is between the input port pIN and the first drain port x1 and overlaps the D port pD.
The third land 35 is located between the emergency D port pKD and the second drain port x2 and overlaps the emergency input port pKIN and the emergency R port pKR.

That is, the input port pIN and the R port pR are communicated between the first land 33 and the second land 34, and the emergency R port pKR and the second drain port x2 are blocked by the third land 35. As indicated by hatched hatching, the control hydraulic pressure is supplied from the input port pIN to the reverse clutch 17 via the R port pR without being drained.
In addition, since the second land 34 blocks between the D port pD and the input port pIN, the emergency D port pKD and the first drain port x1 communicate with each other between the second land 34 and the third land 35. As indicated by hatching, the oil pressure of the oil passage 10 is drained from the first drain port x1 through the oil passage 10 and the emergency D port pKD, and the oil pressure is not supplied to the forward clutch 15.
In the following description, hatched hatching indicates a hydraulic pressure supply path, and point hatching indicates a drain (drainage) path.

FIG. 3 shows a hydraulic pressure supply path at the N range position.
The solenoid valve 13 does not supply the control hydraulic pressure to the input port pIN as in the P range position.
In the manual valve 20, the first land 33 of the spool 30 is positioned between the R port pR and the input port pIN, and the second land 34 is between the input port pIN and the first drain port x1 and overlaps the D port pD. .
The third land 35 overlaps the second drain port x2 in addition to the emergency input port pKIN and the emergency R port pKR.

Since the R port pR is blocked from the input port pIN by the first land 33 and communicates with the front end opening 23 of the spool hole 22, the hydraulic pressure of the oil passage 6 is drained from the front end opening 23 of the spool hole 22. Further, since the emergency R port pKR is also disconnected from the emergency input port pKIN by the third land 35, the hydraulic pressure is not supplied to the reverse clutch 17.
Similarly to the R range, the second land 34 blocks between the D port pD and the input port pIN, and the emergency D port pKD and the first drain are connected between the second land 34 and the third land 35. Since the port x1 communicates, the oil pressure of the oil passage 10 is drained from the first drain port x1 through the oil passage 10 via the emergency D port pKD, and no hydraulic pressure is supplied to the forward clutch 15 as well.

FIG. 4 shows a hydraulic pressure supply path at the D range position.
The solenoid valve 13 supplies the control hydraulic pressure to the input port pIN of the manual valve 20 as in the R range position.
In the manual valve 20, the first land 33 of the spool 30 is between the input port pIN and the R port pR, and the second land 34 is between the D port pD and the emergency D port pKD and overlaps the first drain port x1. Yes.
Similar to the N range, the third land 35 overlaps the emergency input port pKIN, the emergency R port pKR, and the second drain port x2.

Thus, the second land 34 blocks between the emergency D port pKD and the first drain port x1, and the input port pIN and the D port pD communicate between the first land 33 and the second land 34. The control hydraulic pressure is supplied from the input port pIN to the forward clutch 15 via the D port pD without being drained.
The oil pressure in the oil passage 6 is drained from the front end opening 23 of the spool hole 22 via the R port pR, and the emergency input port pKIN and the emergency R port pKR are blocked by the third land 35. Is supplied to the emergency input port pKIN, the hydraulic pressure is not supplied to the reverse clutch 17.

The P and N ranges described above are non-traveling ranges, and the R and D ranges are traveling ranges. When these ranges of P, R, N, and D are set as normal operation ranges, the control hydraulic pressure from the solenoid valve 13 is supplied to the reverse clutch 17 by selecting the R range from the non-travel range when moving backward, and when moving forward The control hydraulic pressure is supplied to the forward clutch 15 by selecting the D range from the non-traveling range.
On the other hand, when the control hydraulic pressure is not supplied to the manual valve 20 (input port pIN) due to the failure of the solenoid valve 13, the hydraulic pressure is supplied to both the forward clutch 15 and the reverse clutch 17 even if the travel range is selected. It is not possible to move forward or backward. In this case, the emergency D range or the emergency R range set at both ends connected to the range position row of the normal operation range of the manual valve 20 is selected.

The emergency R range position is adjacent to the P range position, and is one end on the extension of the range position row of the normal operation range, that is, the position where the spool 30 protrudes most outward from the front end opening 23 of the spool hole 22.
FIG. 5 shows a hydraulic pressure supply path at the emergency R range position.
Even if the drive signal is turned off, the solenoid valve 13 shuts off the spool 14 between the input port 13i and the output port 13o, and sticks with the drain port 13d opened, and then to the input port pIN of the manual valve 20 as described above. Control hydraulic pressure is not supplied.
The spool 30 of the manual valve 20 deviates to the above-mentioned protruding side by a predetermined amount. However, like the P range position, the first land 33 is closer to the front opening 23 than the R port pR, and the second land 34 is the R port pR and D port. It overlaps with the input port pIN between pD.
The third land 35 is between the first drain port x1 and the emergency input port pKIN and overlaps with the emergency D port pKD.
The fourth land 36 is located between the emergency R port pKR and the second drain port x2.

Since the emergency R port pKR and the emergency input port pKIN communicate with each other between the third land 35 and the fourth land 36, the pilot pressure from the control source pressure generating unit 2 is changed from the emergency input port pKIN to the emergency R port pKR. Then, it is supplied to the reverse clutch 17 without being drained.
On the other hand, the emergency D port pKD is blocked from the emergency input port pKIN by the third land 35, and the D port pD and the first drain port x1 communicate with each other between the second land 34 and the third land 35. The oil pressure in the oil passage 7 is drained from the first drain port x1 via the D port pD.
Thereby, since the reverse clutch 17 is fastened, the power from the prime mover is transmitted to the transmission mechanism, and the vehicle can be moved backward.

The emergency D range position is adjacent to the D range position, and is the other end on the extension of the range position row of the normal operation range, that is, the position where the spool 30 is pushed into the innermost side of the spool hole 22.
FIG. 6 shows a hydraulic pressure supply path at the emergency D range position.
The solenoid valve 13 does not supply control oil pressure to the input port pIN.
The first land 33 of the spool 30 is positioned between the input port pIN and the D port pD, and the second land 34 is between the D port pD and the emergency D port pKD and overlaps the first drain port x1.
The third land 35 overlaps the emergency R port pKR and the second drain port x2.

Between the D port pD and the input port pIN is blocked by the first land 33, and between the D port pD and the first drain port x1 is blocked by the second land 34, while the second land 34 and the third land 35 Since the emergency input port pKIN and the emergency D port pKD communicate with each other, the pilot pressure is supplied from the emergency input port pKIN to the forward clutch 15 via the emergency D port pKD without being drained.
The emergency input port pKIN and the emergency R port pKR are blocked by the third land 35, and the oil pressure in the oil passage 6 is drained from the front end opening 23 of the spool hole 22 through the R port pR. Is supplied to the emergency input port pKIN, the hydraulic pressure is not supplied to the reverse clutch 17.
Thereby, since only the forward clutch 15 is engaged, the power from the prime mover is transmitted to the transmission mechanism, and the vehicle can be advanced.

In the present embodiment, the forward clutch 15 and the reverse clutch 17 each correspond to a frictional engagement element in the invention, and the control source pressure generation unit 2 corresponds to a hydraulic pressure source different from the solenoid valve.
Further, the emergency D range position and the emergency R range position correspond to the emergency range position, respectively.

The embodiment is configured as described above, and includes the forward clutch 15 and the reverse clutch 17 between the prime mover side and the speed change mechanism, and the solenoid valve 13, the forward clutch 15, and the reverse clutch 17 that output control hydraulic pressure by electronic control. The manual valve 20 has a non-traveling P and N range position and a traveling D and R range position. When the D range or the R range is selected, the control hydraulic pressure is applied to the forward clutch. 15 or the reverse clutch 17, and in the automatic transmission for a vehicle in which the power from the prime mover can be transmitted to the speed change mechanism, the manual valve 20 is further controlled by the control source pressure generator 2 different from the solenoid valve 13. The forward clutch 15 (or the reverse clutch 17) is connected, and the pilot pressure from the control source pressure generator 2 is Clutch 15 and to have a D range position for emergency supply to the (reverse clutch 17) (emergency R range position).
Thus, even when the solenoid valve 13 does not operate due to a failure and the control hydraulic pressure is not supplied to the manual valve 20, the vehicle is moved forward by switching the manual valve 20 to the emergency D range position (emergency R range position). (Reverse) is possible, and it is possible to move to a place where inspection or repair is possible .

Further, it is only necessary to add the emergency D range position (emergency R range position) connected to the control source pressure generating unit 2 to the manual valve 20, and a separate member such as a new switching valve is not required. Can be realized at low cost.
Similarly, since the emergency D range position (emergency R range position) is set to the manual valve 20, the emergency D range position (emergency R range position) is operated by operating the select lever connected to the manual valve 20. Switching to) is easy and easy to use .

In particular, since the emergency D range position (emergency R range position) is set on the extension of the range position sequence of the P range to D range, which is the normal operation range in the manual valve 20, the manual valve 20 itself is also conventional. This is realized by a simple configuration in which one spool 30 slides in the same one spool hole 22 .
Since the emergency D range position is adjacent to the conventional D range position, when the vehicle does not move forward due to the failure of the solenoid valve 13 even though the D range is selected, only the select lever is moved to the end in the same direction. To select the emergency D range .
Also, since the emergency R range position is located at the end close to the conventional R range position, when the vehicle does not move backward due to the failure of the solenoid valve 13 even though the R range is selected, the selection lever is set to the emergency R range. The emergency R range is selected simply by moving to the range position .

  In the embodiment, the pilot pressure generated by the control source pressure generator 2 is used as the emergency hydraulic pressure supplied to the emergency input port pKIN. However, the present invention is not limited to this. For example, the regulator pressure or the torque When applied to a multi-stage transmission, such as a hydraulic pressure that is constantly generated in the hydraulic circuit, such as a lock-up hydraulic pressure, in a vehicle equipped with a converter, it is supplied to the hydraulic actuators of the friction elements for other speed stages. The existing oil pressure can also be used as an emergency oil pressure.

In the embodiment, the emergency range includes the emergency D range position for forward travel and the emergency R range position for reverse travel. However, the present invention is not limited to this, and the solenoid valve is not used. As a minimum measure at the time of operation, for example, it may be possible to have only the emergency D range position that allows advancement.
In this case, in the hydraulic circuit of FIG. 1, the manual valve emergency R port pKR and the second drain port x2 and the oil passage 9 are omitted, the manual valve is downsized and the oil passage piping is simplified. can do.

  The present invention is particularly useful when applied to a belt-type continuously variable transmission having a forward clutch and a reverse clutch, and is also applicable to other multi-stage transmissions.

DESCRIPTION OF SYMBOLS 1 Hydraulic circuit 2 Control source pressure generating part 3, 4, 6, 7, 8, 9, 10 Oil path 13 Solenoid valve 13i Input port 13o Output port 13c Pressure regulation port 13d Drain port 14 Spool 15 Forward clutch 17 Reverse clutch 20 Manual Valve 21 Valve body 22 Spool hole 23 Front end opening 30 Spool 31 Base shaft 32 Connecting yoke 33 First land 34 Second land 35 Third land 36 Fourth land DD port IN input port KD Emergency D port KIN Emergency input port KR Emergency R port R R port x1 1st drain port x2 2nd drain port

Claims (2)

A friction engagement element is provided between the prime mover side and the speed change mechanism, and a manual valve is provided between the solenoid engagement valve that outputs a control hydraulic pressure by electronic control and the friction engagement element. In an automatic transmission for a vehicle that has a range position and supplies the control hydraulic pressure to the frictional engagement element when the travel range position is selected and fastens it, so that power from the prime mover can be transmitted to the transmission mechanism.
Have a emergency range position to supply hydraulic pressure from the hydraulic pressure source and connecting the friction engagement elements with different hydraulic pressure source to the frictional engagement element and said manual valve further said solenoid valve,
The emergency range position is set on an extension of the range position sequence corresponding to the normal operation range in the manual valve;
The friction engagement element includes a forward clutch for advancing the vehicle and a reverse clutch for advancing the vehicle;
The emergency range position is
An emergency D range position for connecting the hydraulic power source and the forward clutch, adjacent to a D range position for connecting the solenoid valve and the forward clutch,
An automatic transmission comprising an emergency R range position for connecting the hydraulic power source and the reverse clutch adjacent to an R range position for connecting the solenoid valve and the reverse clutch . The automatic transmission according to claim 1, wherein the hydraulic pressure source generates hydraulic pressure to a frictional engagement element other than the frictional engagement element .

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