JPH02134455A - Control device of hydraulically operated transmission for vehicle - Google Patents

Abstract

PURPOSE:To construct a control device simple and in small size by opening a control valve to establish the transmission system of 2nd position low speed from the max. speed position the car speed signal pressure input to a shift valve in the No.2 position of a manual valve, and thereby hindering establishment of the max. speed position transmission system. CONSTITUTION:A pilot oil path is released to the atmosphere in No.1 position of a manual valve 9, and No.2 shift control valve 182 is opened/closed under control by the oil pressure of a hydraulic detaining element to establish the 2nd low speed transmission system from the max. speed position, and upward shift into the max. speed position transmission system is made smooth from the two position lower transmission system via the one position lower transmission system. In No.2 position of the manual valve 9, the pilot oil path is connected to an oil pressure source 8 to leave the control valve 182 closed it is, which hinders input of the car speed signal pressure to a shift valve 103 to provide holding in the downshift position, and the max. speed position transmission system is hindered from being established. Thus a manual valve can be constructed simply and small in size.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention provides at least three
The present invention relates to a control device for a hydraulically operated transmission having a gear transmission system.

(Prior art) Conventionally, as a control device for a vehicle hydraulically operated transmission that performs four-speed shifting from 1st to 4th speed, a 4-speed transmission system for the highest speed was established in Japanese Patent Application Laid-Open No. 61-233248. A manual valve is provided that can be freely switched between at least two positions, a first position that allows the establishment of the four-speed transmission system, and a second position that prohibits establishment of the four-speed transmission system, and the manual valve is connected to the hydraulic power source in the first and second positions of the manual valve. The connected oil supply path controls the supply and discharge of oil to a hydraulic engagement element that establishes one of the transmission systems adjacent to each other in the transmission order and a hydraulic engagement element that establishes the other transmission system to control the transmission between the adjacent transmission systems. A plurality of shift valves, namely, a first shift valve for 1st-2nd speed shifting, a 2nd shift valve for 2nd-3rd speed shifting, and a 3rd shift valve for 3rd-4th speed shifting. Shift valves are connected in series, and the upshift position establishes a high-speed transmission system using a vehicle speed signal pressure that corresponds to the vehicle speed, and the low-speed transmission system is established using a load signal pressure that corresponds to the engine load. The vehicle speed signal pressure is input to the third shift valve via a manual valve, and the first position of the manual valve inputs the vehicle speed signal pressure to the third shift valve. input to perform automatic gear shifting from 1st to 4th speed according to predetermined shifting characteristics, and stop inputting the vehicle speed signal pressure to the third shift valve at the second position of the manual valve,
It is known that the third shift valve is prevented from switching to the upshift position to perform automatic gear shifting from 1st to 3rd gear.

In addition, in this device, a control valve that is pressed toward the closing side by the hydraulic pressure of the 2nd speed hydraulic engagement element that establishes the 2nd speed transmission system is installed in the vehicle speed signal input oil path between the third shift valve and the manual valve. intervene,
Even under operating conditions that cause a direct upshift from 2nd gear to 4th gear, the control valve does not transmit the vehicle speed signal pressure to the 3rd shift valve until the hydraulic pressure of the 2nd gear hydraulic engagement element drops to a predetermined value. , the third shift valve is held in the downshift position to temporarily establish a third-speed transmission system, and the control valve is opened when the hydraulic pressure of the second-speed hydraulic engagement element falls below a predetermined value. Then, the vehicle speed signal pressure is input to the third shift valve to switch the third shift valve to the upshift position, thereby smoothly upshifting from 2nd speed to 4th speed through 3rd speed.

(Problem to be Solved by the Invention) In the above system, switching between a shift pattern that allows the establishment of a 4-speed transmission system and a shift pattern that prohibits the establishment of a 4-speed transmission system is performed by using a manual valve to switch to the third shift valve. Control is performed by inputting the vehicle speed signal pressure, so it is necessary to form a manual valve with a human power boat connected to the source of the vehicle speed signal pressure and an output boat connected to the third shift valve, which increases the size of the manual valve. There's a problem.

The present invention focuses on the control valve of the prior art described above, and provides a device that allows the manual valve to be used to change the shift pattern by switching the control valve, thereby reducing the size of the manual valve. Its purpose is to provide.

(Means for Solving the Problems) In order to achieve the above object, the present invention provides a control device for a hydraulically actuated transmission for a vehicle that carries a transmission system of at least three stages established by hydraulic engagement elements. , a manual valve that can be freely switched between at least two positions, a first position that allows the establishment of the transmission system of the highest speed stage and a second position that prohibits the establishment of the transmission system, and the first position of the manual valve At the second position, the oil supply path connected to the hydraulic power source is connected to the hydraulic engagement element that establishes one side of the transmission system adjacent to the transmission system in the gear change order, and the hydraulic engagement element that establishes the other transmission system that is adjacent to each other by controlling the supply and discharge of oil to and from the hydraulic engagement element that establishes the other transmission system. Multiple shift valves are connected in series to change the speed between the transmission systems.
These shift valves are pressed to the upshift side, which establishes a high-speed transmission system using a vehicle speed signal pressure that corresponds to the vehicle speed, and to the downshift side, which establishes a low-speed transmission system using a load signal pressure that corresponds to the engine load. In addition, the oil passage that manually applies the vehicle speed signal pressure to the shift valve that changes gears between the transmission system at the highest speed and the transmission system at one speed lower than the highest speed transmission system is set to A pilot oil passage connected to an oil chamber that presses the control valve toward the closing side in a device that intervenes with a control valve that is pressed toward the closing side by the hydraulic pressure of a hydraulic engagement element that establishes a transmission system for two stages lower than the high speed stage. The pilot oil passage is opened to the atmosphere at the first position of the manual valve and connected to a hydraulic power source at the second position.

(Function) In the first position of the manual valve, the pilot oil passage is opened to the atmosphere, so the control valve is controlled to open and close by the hydraulic pressure of the hydraulic engagement element that establishes a transmission system that is two steps lower than the highest speed. When upshifting from the 2nd low speed transmission system to the highest speed transmission system, the highest speed transmission system and the 1st speed transmission system up until the hydraulic pressure of the hydraulic engagement element of the former transmission system drops to a predetermined value. The input of the vehicle speed signal pressure to the shift valve that changes gears between the transmission systems of the lower speed gears is blocked, and as in the prior art described above, the transmission system of the highest speed gear is transferred from the transmission system of the two lower speed gears to the transmission system of the one lower speed gear. upshifts smoothly through the system.

In the second position of the manual valve, the pilot oil passage is connected to the hydraulic pressure source, so the control valve remains closed, and input of vehicle speed signal pressure to the shift valve is blocked, causing the shift valve to downshift. It is held in position and the establishment of the highest gear transmission system is prevented.

By the way, the manual valve is formed with a refueling boat for connecting the oil supply path that connects the shift valve to the hydraulic power source, and the output boat connected to the pilot oil path is formed on the manual valve, and this is connected to the refueling boat. If the pilot oil passage is connected to the hydraulic power source, the pilot oil passage can be connected to the hydraulic power source, and therefore the first position and the second position of the manual valve can be connected.
The boat for changing the speed change pattern by changing the position is 1.
The manual valve can be made smaller than the conventional technology which requires two boats for changing the speed change pattern, a manual boat for vehicle speed signal pressure and an output boat.

In addition, in the embodiment described later, the first position of the manual valve is "
D4'' position, the second position corresponds to the rD3J f2JrlJ position.

(Example) Referring to FIG. 1, (1) shows a transmission that performs four forward speeds and one reverse speed, and the transmission (1) is connected to an engine via a fluid torque converter. The first human power axis (
31), a second manpower shaft (32) connected to the first manpower shaft (31) via a gear train (3a), and a shaft end that meshes with the ring gear (5a) of the differential gear (5). An output shaft (4) having an output gear (4a), and a first and second speed transmission system (Gl) (02) between the second human power shaft (32) and the output shaft (4); 1 human power shaft (31) and output shaft (
4), a 3rd and 4th speed transmission system (G3) (G4) and a reverse transmission system (GR) are installed in parallel between the 1st and 2nd speed transmission systems on the second human power shaft (32). 1st and 2nd speed hydraulic clutches (CI) (C
2), and 3rd and 4th speed hydraulic clutches (C3) (C4) which are hydraulic engagement elements that intervene in the 3rd and 4th speed transmission systems (G3) (G4) on the first human power shaft (31). ), and each surface pressure clutch (C1) (C2) (C3) (C4
), each transmission system (Gl) (G2) (G3
) (G4) is selectively established, and the reverse transmission system (GR) shares the 4-speed transmission system (G4) and the 4-speed hydraulic clutch (C4), and both transmission systems (G4) (
GR) indicates that the selector gear (6) on the output shaft (4) is switched between the forward direction on the left and the reverse side on the right in the diagram.
6) to the driven gear (G4) (GR) of each transmission system (G4) (GR).
C4a) (GRa) to be selectively established.

A one-way clutch (7) that allows over-rotation on the output side is intervened in the first-speed transmission system (Gl), and the input side of the one-way clutch (7) is connected to the output shaft (4). A 1st gear hold hydraulic clutch (CI) is provided which is directly connected to (4), and 1st gear transmission is carried out through a route that bypasses the one-way clutch (7) by engaging the hydraulic clutch (C11) and the 1st gear hydraulic clutch (CI). system (Gl) could be established.

In addition, the clutch inner of the 2nd speed hydraulic clutch (C2) is divided into two parts, one first clutch inner (C2a) is directly connected to the drive gear (C2a) of the 2nd speed transmission system (G2), and the other second clutch inner (C2a) is directly connected to the drive gear (C2a) of the 2nd speed transmission system (G2). C2b) was connected to the first clutch inner (C2a) via a one-way clutch (C2c) that allows over-rotation of the first clutch inner (C2a). The overhanging clutch structure is the same as that previously proposed by the applicant in Japanese Patent Application No. 33-230128A, and a detailed explanation thereof will be omitted.

Each of the hydraulic clutches (C1) (C2) (C3) (
C4) (C11) C. The oil supply and drainage is controlled by the hydraulic circuit shown in FIG.
Rj, neutral position rNJ, 1st to 4th automatic shift position "D4", 1st to 3rd automatic shift position rDgJ, 2nd gear hold position [21, 1st speed hold position fN, total 7. Manual valve that can be freely switched to any position (9
), a first shift valve for 1st-2nd speed shifting (1(h),
A second shift valve (102) for 2nd speed-3rd speed shifting, and a 3rd speed shift valve (102)
It is equipped with a third shift valve (103) for 4-speed transmission, and a servo valve (It) for forward/reverse switching connected to a fork (6a) that engages with the selector gear (6). The details are as shown in FIG.

At the "D4" position of the manual valve (9), the hydraulic pressure FA (8)
The first oil passage (Ll) connected to the annular groove (9a
) to the first shift valve (1(h)).
L2), and the first oil passage (LL) is connected to the second oil passage (L2).
2) is supplied with pressure oil regulated to a constant line pressure by the regulator valve 112), and the pressure oil is supplied from the second oil passage (L2) to the first line pressure.
to third shift valve (101) (102) (103)
2nd to 4th speed hydraulic clutch (C2) (C3
) (C4), and the second Ura Road (L2)
The 1st speed hydraulic clutch (C1) is always supplied with oil via the third oil path (L3) branched from the 1st speed hydraulic clutch (C1).

Even if the 1st speed hydraulic clutch (C1) is engaged, if the 2nd speed transmission system (G2) is established by refueling the 2nd speed hydraulic clutch (C2), the movement of the one-way clutch (7) Torque transmission via the quick transmission (Gl) is automatically stopped.

Each of the aforementioned shift valves (to +) (102) (103)
is the vehicle speed signal pressure (according to the vehicle speed) from the governor valve (131).
(Hereinafter referred to as governor pressure), there is an upshift on the left side in the drawing, and a signal pressure according to the engine load, that is, a throttle pressure according to the engine throttle opening from the first throttle valve (141), causes a downshift on the right side. As the vehicle speed increases, the first shift valve (1(h) is first switched from the 1st gear position on the right side to the 2nd gear position on the left side by the governor pressure, and the second oil passage (L2) is the first shift valve (10+
) through the annular groove (10,, ) of the second shift valve (102, ).
) is connected to the fourth oil passage (L4) which is connected to the fourth oil passage (L4).
L4) of the second shift valve (102).
) is supplied to the 2nd speed hydraulic clutch (C2) through the 5th oil passage (L5), which is connected to the 2nd speed hydraulic clutch (C2).
02) is switched from the 2nd speed position on the right side to the 3rd speed position on the left side, and the fourth oil passage (L4) is connected to the annular groove (102) of the valve (102).
The sixth shift valve (103) is connected to the third shift valve (103) via the
3rd speed via a seventh oil passage (Ll) connected to the oil passage (L8) and connected to the sixth oil passage (L8) via the annular groove (103-) of the third shift valve (10a). Hydraulic clutch (C3
), and the fifth oil passage (L5) connected to the second-speed hydraulic clutch (C2) is connected to the first oil drain passage (LDI) via the annular groove (10□, ) of the second shift valve (102). is connected to drain the oil from the 2nd speed hydraulic clutch (C2), and when the vehicle is upshifted from 2nd to 3rd speed and the vehicle speed further increases,
The third shift valve (103) shifts from the 3rd gear position on the right side to the 4th gear position on the left side.
The sixth oil passage (L6) is switched to the valve (103
) is connected to the eighth oil passage (L8) through the annular groove (103-) of the manual valve (9).
4'' position, the 4th speed hydraulic clutch (C4
), and the seven oil passages (Ll) connected to the 3rd speed hydraulic clutch (C3) are connected to the annular groove (10a) of the third shift valve (10a).
1o3-) to the second oil drain path (LD2) to drain oil from the 3rd speed hydraulic clutch (C3).
The gear is now upshifted from 1st gear to 4th gear.

Further, according to deceleration, the third shift valve (103) returns to the third gear position, and the eighth oil passage (L8) is connected to the third oil drain through the annular groove (103-) of the valve (103). road (LD3) and the seventh
The oil passage (Ll) is connected to the sixth oil passage (L6) as described above, and oil is drained from the 4th speed hydraulic clutch (C4) and oil is supplied to the 3rd speed hydraulic clutch (C3). When the vehicle is downshifted from 3rd gear to 3rd gear and the vehicle speed further decreases, the second shift valve (102) returns to the 2nd gear position and the sixth oil passage (L6) is connected to the annular groove (10□, ), the fourth oil drain path (LD4) and the fifth oil path (L5) are connected to the fourth oil path (L4) as described above, and are connected to the drain oil from the third-speed pressure clutch (C3). The 2nd speed hydraulic clutch (C2) is refueled, and the 3rd speed is downshifted to the 2nd speed. Thus, in the "D4" position of the manual valve (9), the 1st speed is shifted according to the shift characteristics shown in Fig. 4. 4-speed automatic gear shifting is performed. In Fig. 4, X2 and X3 respectively represent 1st speed → 2nd speed, 2nd speed → 3rd speed, and 3rd speed →
4th speed upshift characteristic line, χ,′,×2′,×3′
are downshift characteristic lines from 2nd speed to 1st speed, 3rd speed to 2nd speed, and 4th speed to 3rd speed, respectively.

In Fig. 2, (ISl is a modulator valve provided upstream of the first throttle valve (141), (At) (A2) (A
3) (A4) (A) I) is each hydraulic clutch (C1)
(C2) (C3) (C4) This shows an accumulator installed to buffer sudden changes in oil pressure when supplying and discharging oil to (CH). Accumulator for 2nd to 4th speeds (A2)
(A3) Throttle pressure corresponding to the throttle opening of the engine from the second throttle valve (142) is applied to (A4) as back pressure.

In addition, each accumulator (A3) (A4) for 3-speed and 4-speed
Throttle pressure is applied only when refueling the third and fourth gear hydraulic clutches (C3) and (C4) through the second and third shift valves (102) and (103), respectively.

In addition, a pressure reducing valve (IO) which is pushed to the right opening side by the throttle pressure is inserted in the second oil passage (L2), and in the low throttle opening range, the pressure reducing valve (IO) is inserted downstream of the second oil passage (L2). The pressure reducing valve aO was designed to reduce the supply pressure to the side.
9-188750, and detailed description thereof will be omitted.

The first to fourth oil drain paths (LDI) (LD2) (LD
3) (+, D4) is a drain oil control valve (17+) (1
72) (173) (17a) is interposed, and the pressure drop characteristic of the hydraulic pressure of the disengaging side hydraulic clutch is made to have a slow or rapid difference depending on the rise in the hydraulic pressure of the engaging side hydraulic clutch, thereby preventing the engine from revving up or exceeding the necessary level. This enables smooth gear shifting without causing engine stall due to mutual engagement. In addition, the third oil drain path (LD3) corresponding to the 4th speed hydraulic clutch (C4)
The third oil drain control valve (173) installed in the hydraulic clutch (C3) of the 3rd and 2nd speeds can handle downshifts from 4th speed to 3rd speed and from 4th speed to 2nd speed. (C2) so that it is pushed to the opening side by the hydraulic pressure of the 2nd speed hydraulic clutch (C2).
), the first oil drain control valve (171) installed in the first oil drain path (LDI) corresponding to The hydraulic clutches (C3 and C4) for 1st and 4th gears press the valve (17+) toward the opening side using the hydraulic pressure, and then the valve (17+) is pressed toward the closing side using the hydraulic pressure of the 2nd speed hydraulic clutch (C2), and the hydraulic clutch on the releasing side That is, the hydraulic pressure of the 2nd speed hydraulic clutch (C2) and the hydraulic clutch on the engagement side, that is, 3.
The oil drain control valve is a known differential pressure-responsive valve that opens when the differential pressure with the hydraulic pressure of the 1st or 4th speed hydraulic clutch (C3) (C4) becomes less than a predetermined value (Japanese Patent Application Laid-Open No. 1983-1999- 82051
(see issue).

In addition, when downshifting in the low throttle opening range, a smoother gear shift is achieved by quickly lowering the oil pressure of the hydraulic clutch on the releasing side.
D3), the fifth drain oil control valve (17s
) and the 6th oil drain path (LD4), which is opened in the low opening area.
The drain oil control valve (17s) was connected. Incidentally, the fifth and sixth displacement control valves (17s) (17a) each have a plunger (14b) that responds to the throttle interlocking lever (14a) of the first throttle valve (IL+) and the second throttle valve (142).
It is made up of.

Further, a first O oil passage (LIO) is provided for inputting throttle pressure into the annular groove (102c) on the left side of the second shift valve (102) when the second shift valve (102) is in the third gear position. (LIO) is provided with a first shift control valve (18d) that is pressed to the right opening side by the throttle pressure, and in the high opening range of the throttle opening, the first shift control valve (18d is opened and the Annular; Throttle pressure is input to M (102c), and the land diameter on the right side of the annular groove (L02c) is made slightly larger than the land diameter on the left side, and the second shift valve (102) is located at the 3rd speed position. In addition, in the high opening range, the throttle pressure input to the annular groove (102c) applies a pressing force toward the 2nd gear position, thereby increasing the hysteresis of upshifts and downshifts from 2nd gear to 3rd gear. Drivability is improved by setting a smaller opening in the opening range than in the lower range and allowing kickdown between 4th gear and 2nd gear and between 3rd gear and 2nd gear even in relatively high vehicle speed ranges. .

Furthermore, the 11th oil passage (Lll) that inputs the governor pressure to the third shift valve (103) is provided with the above-mentioned JP-A-81-2332
2-speed hydraulic clutch (C2) as known from No. 48
The second shift control valve (
182), and when upshifting between 2nd and 4th speeds, input of governor pressure to the third shift valve (1(h) is cut off until the oil pressure of the 2nd speed hydraulic clutch (C2) drops to a predetermined value. The third shift valve (10a) is held at the 3rd speed position so that a smooth upshift from 2nd speed to 4th speed can be performed without causing the engine to rev up.

In this embodiment, the second shift control valve (182) is provided with an oil chamber on the right end that inputs the hydraulic pressure of the second-speed hydraulic clutch (C2), and a second shift control valve (182) that pushes the release valve (182) toward the left closing side. 2 oil chamber (182-) is formed, and the 12th oil passage (L12) connected to the oil chamber (18□) is connected to the manual valve (9).
At the "C3" position, the second
connected to the first oil passage (LL) together with the oil passage (L2);
The second shift control valve (182) is maintained in a closed state by inputting line pressure to the oil chamber (182-) through the second oil passage (L12). Thus, in the "C3" position, the input of governor pressure to the third shift valve (103) is cut off, the third shift valve (103) is held at the 3rd speed position, and automatic gear shifting from 1st to 3rd speeds is performed. will be carried out.

In addition, at the "C4" position of the manual valve (9), the 12th oil passage (L12') is opened to the atmosphere, and the second shift control valve (182) is operated as described above by the hydraulic pressure of the 2nd speed hydraulic clutch (C2). Opening/closing controlled.

In addition, a fourth shift valve (10d) is connected to the inflow side of the first shift valve (10d) through the annular groove (101-) of the removal valve (101) at its first gear position.
A 13th oil passage (LL3) connected to the oil passage (L4) is provided, and the manual valve (9) r C4J is provided in the oil passage (LL3).
r Os At the J position, open the notch groove (9c) of the release valve (9).
) is connected to the 15th oil passage (LL5) branched from the second oil passage (L2) via the third shift control valve (183), and the manual valve ( 9)
At the beginning of switching from the rNJ position to the "C4" and "03" positions,
In addition to the 1st speed hydraulic clutch (C1), the 2nd speed hydraulic clutch (C2) is also temporarily supplied with oil.

To explain this in detail, the third shift control valve (183):
A first position on the right side that communicates the 14th oil path (LL4) and the 15th oil path (LL5), and a branch path that branches the 15th oil path (LL5) from the downstream part of the 3rd oil path (L3). (L3a)
At the same time, connect the 14th oil passage (LL4) to the oil drain bow H.
18i-) and a second position on the left side connected to the control valve (18i-), and the branch passage (
When the hydraulic pressure (hereinafter referred to as 1st speed pressure) of the 1st speed hydraulic clutch (CI) is input through L3a) and the 1st speed pressure rises to a predetermined pressure, the control valve (C1) changes from the 1st position to the 1st speed pressure. 2 position, thus turning the manual valve (9) into r
C3J r When switching to C4J position and starting,
First, the 1st speed hydraulic clutch (C1
), and the 15th oil path (LL5)-14th oil path
Oil passage (LL4) - 13th oil passage (LL3) - 4th oil passage (L
4) - 2nd speed hydraulic clutch (C
2) is also supplied with oil, and torque is transmitted via the 2nd speed transmission system (G2) by the action of the one-way clutch (7) that intervenes in the 1st speed transmission system (G1), and then the 1st speed pressure becomes a predetermined pressure. When the oil rises, the control valve (183) is switched to the second position, and the oil is drained from the second-speed hydraulic clutch (C2), and the oil is transferred to the first-speed hydraulic clutch (Ct) via the branch path (L3a). By refueling, the 1st speed pressure increases rapidly and torque transmission via the 1st speed transmission system (Gl) starts, the driving torque increases step by step, and the shock when switching the manual valve (9) is reduced. Ru.

At the [2] position of the manual valve (9), the first oil path (Ll)
In addition to the second oil passage (L2) and the twelfth oil passage (L12) described above, the first throttle valve (14t) is connected via the annular groove (9a) of the extraction valve (9) to the first throttle valve (14t) via the plunger (14b). The 16th oil passage (LlB) that presses toward the left opening side is connected to the branch passage (L2a) branched from the downstream portion of the pressure reducing valve 11G of the second oil passage (L2), and The 13th oil passage (LL3) is connected to the 16 oil passage (Ll8) via the notch groove (9C) of the extraction valve (9), and the 1st shift valve (10d in the 1st gear position) is connected to the 4th oil passage (L4). The 13th oil passage (LL
3) and from the branch path (L2a) at the 2nd speed position, and the shift from 1st to 2nd speed is not performed by the switching operation of the first shift valve (1(h)).

Further, the third shift valve (103) is connected to the second shift control well (103).
82) through the 12th oil passage (L12), it is held at the 3rd gear position, similar to the "D3" position, and eventually the 2nd gear position of the second shift valve (102) is maintained. The shifting operation to the 3rd gear position causes a shift from 2nd to 3rd gear, but the first throttle valve (14d) is pushed to the open side by the line pressure input through the 18th oil passage (LlB) and the throttle is closed. The throttle pressure corresponding to the full opening is output, and thus the 2nd speed - 3rd speed shift characteristic line x 2, x 2 in Fig. 4
The vehicle speed when the throttle is fully opened is set as the vehicle speed, and the shift from 2nd speed to 3rd speed is performed according to the characteristics shown in FIG. In Figure 5, Y is the upshift characteristic line from 2nd gear to 3rd gear, and Y' is the 3rd gear - 2nd gear upshift characteristic line.
This is a downshift characteristic line at high speed.

At the m position of the manual valve (9), the first oil path (Ll) is
The second oil passage (L2), the branch passage (L2a), the 12th oil passage (L12), and the 16th oil passage (Ll8) are connected via the annular groove (9a) of the removal valve (9) in the same way as at the 2J position. At the same time, the 17th oil passage (Ll) connected to the first shift valve (1 (h)
7) is connected, while communication between the 16th oil passage (LlB) and the 13th oil passage (Ll3) is cut off.

The 17 oil passage (Ll7) is connected to the first shift valve (1 (h)).
In the speed position, it is configured to be connected to the 18th oil passage (Ll8) connected to the 1st speed hold hydraulic clutch (C11) via the annular groove (1amb) of the release valve (1 (h)), and thus the first At the 1st gear position of the shift valve (101), the 1st gear hydraulic clutch (C1) and the 1st gear hold hydraulic clutch (C11)
), the 1st speed transmission system (Gl) is established in a route that bypasses the one-way clutch (7), and the 18th gear transmission system (Gl) is established by switching the 2nd speed position of the first shift valve (10+).
Ll8) is connected to the oil drain boat (101,) of the drain valve (10+) to drain oil from the 1st gear hold hydraulic clutch (CI+), and the 2nd gear position and 3rd gear position of the second shift valve (102) are connected.
By switching to the high speed position, a shift from 2nd speed to 3rd speed is performed.

Here, the first throttle valve (141) outputs the throttle pressure corresponding to when the throttle is fully open, as in the [2] position, by inputting the line pressure through the 16th oil passage (LlB), and [ 2] 2nd speed H with the same shifting characteristics as the position
At the same time as the 3rd gear shift is carried out, the 2nd gear downshift characteristic line
A downshift from 1st gear to 1st gear is performed. Further, the land diameter on the right side of the annular groove (10, , ) of the first shift valve (1 (h) is formed larger than the land diameter on the left side,
(h) is switched to the 1st speed position, the annular groove (101-
) The first shift valve (10d) is pushed to the 1st gear position by a pressing force corresponding to the difference in pressure receiving areas on the left and right sides of the The upshift between 1st and 2nd gears is not performed unless the vehicle speed is considerably high, and the final manual valve (9) is in the [l] position so that the gearshift is performed according to the gearshift characteristics shown in Figure 6. .In Figure 6, Z is the upshift characteristic line from 1st gear to 2nd gear,
Z' is the downshift characteristic line between 2nd gear and 1st gear, and by setting the pressure receiving area difference of the annular groove (IL-) above, the Z line can be set to a vehicle speed that cannot be obtained with the 1st gear transmission system (G1). ,-dan1
Once the vehicle is downshifted to 1st gear, it can be held in 1st gear and the engine brake can be used to drive in one direction.

At the rRJ position of the manual valve (9), the 19th oil passage (Ll9) connected to the first chamber (11a) at the left end of the servo valve (It
) is connected to the first oil passage (LL) via the annular groove (9a) of the manual (9), line pressure is input to the first oil chamber (Ila), and the servo pressure is set to the right reverse position. was pushed by
The selector gear (6) switches to the reverse side and the first
The 9th oil passage (L19) is connected to the 20th oil passage (L20) via the servo valve ('+1) (7) shaft hole (11b) which is connected to the first oil chamber (11a). The 20th oil passage (L20) is connected to the 4th speed hydraulic clutch (C4) via the annular bow h (9d) of the release valve (9) and the notch groove (9b) at the rRJ position of the manual valve (9). 9 oil passage (L9), and thus a reverse transmission system (GR) is established by supplying oil to the 4th speed hydraulic clutch (C4) and switching the selector gear (6) to the reverse side.

In the figure (19d indicates the first servo control valve installed in the 19th oil passage (Ll9), the control valve (191) is pushed to the left closed position by the governor pressure, and the vehicle is traveling forward at a predetermined speed or higher. When the manual valve (9) is switched to the IRj position, the control valve (191) is switched to the closed position and the servo valve ('1) is switched to the closed position.
The input of line pressure to the first oil chamber (tla) is blocked, and the locking member (11c) holds the servo valve (I'D) in the forward position to prevent the establishment of the reverse transmission system (GR). In addition, the manual valve <9) can be
"When switching to the DsJ f2JIN position, the control valve (19+) is reliably switched to the right open position by the line pressure input through the 15th oil passage (Li2), and during reversing, the 20th Even if the vehicle speed exceeds the predetermined vehicle speed due to the line pressure input via Uraji (L20), the control valve (19
d can be held in the open position.

Move the manual valve (9) from rRJ position to r O4J r
When switching to the O3Jr2HIJ position, the servo valve (I
a second oil chamber (11a) formed opposite to the first oil chamber (11a);
Line pressure is input into the oil chamber (11d) via the 21st oil passage (L21) branched from the 15th oil passage (Li2) to push the servo valve (11) to the forward position. In the example, the second servo control valve (192) is connected to the 21st oil passage (L21).
), press the control valve (wa 2) to the left open position with the 1st speed pressure, and press the "O4" from the rRJ position of the manual valve (9).
After switching to the rDgJ r2D11 position, the control valve (192) is held in the closed position (the position shown in the figure) until the first speed pressure rises to a predetermined value, and the line pressure to the second oil chamber (11d) is maintained. When the input is blocked, the servo valve (Iv is the locking means (11c)
) is maintained in the reverse position t2j, and when the first speed pressure becomes equal to or higher than a predetermined value, the control valve (192) is switched to the open position, line pressure is input to the second chamber (lld), and the servo valve is activated. (+1) can be switched to the forward position. Thus, with the accelerator pedal depressed, the manual valve (9)
from rR1 position r 04 J "03 Jr2Jm
Even if the servo valve C11 is switched, the output shaft (4) will not rotate in the reverse direction due to torque transmission in the forward rotation direction via the 1st speed transmission system (G1) due to the increase in 1st speed pressure. In this state, the selector gear (6) and the driven gear (G4a) of the 4-speed transmission system (G4) mesh smoothly without causing large relative rotation, and both gears (6) (
Wear of the meshing part of G4a) is prevented.

By the way, if the second servo control valve (192) is locked in the closed position due to foreign matter or the like, or even if the control valve (192) is switched to the open position, the servo valve ('lv) may be locked in the reverse position. Then, even if the manual valve (9) is switched from the rRJ position to the rD4J rDsJ r2JIN position, the selector gear (6) remains on the reverse side, and when the 4th speed hydraulic clutch (C4) is refueled, the reverse transmission system (OR) is established, the 22nd oil passage (L22) connected to the left end oil chamber of the second shift valve (102) is connected to the second servo control valve (
192) is connected to the upstream portion of the 21st oil passage (L21) in the closed position, and furthermore, in the reverse position of the servo valve (11), the cutout groove (11e) of the extraction valve (11) is connected to the second chamber (11d) in the reverse position of the servo valve (11). ), and when the second servo control valve (192) is in the open position, the 23rd oil passage (L23)
and the 22nd oil passage (L22), and when the above abnormality occurs, line pressure is input to the oil chamber of the second shift valve (102) via the 22nd oil passage (L22). The second shift valve (102) is held at the right second speed position, and oil supply to the fourth speed hydraulic clutch (C4) is prevented.

In addition, the second servo control valve (192) is connected to the 19th oil passage (
The line pressure input via Li2) ensures that the clutch is returned to the closed position, and the 4-speed hydraulic clutch (C4)
A seventh drain oil that is pressed to the right open position by the hydraulic pressure of the 22nd oil passage (L22) in parallel with the third oil drain control valve (173) is placed in the third drain passage (LD3) corresponding to the third oil drain passage (LD3). Control valve (17?)
from the FIN position of the manual valve (9) to rD4J.
r port 3J (At the beginning of switching to the 2JIIJ position, the second servo control valve (192), which is in the closed position, and the 22nd oil passage (L22)
) The seventh oil drain control valve (17?) is opened by the line pressure input through the 4-speed hydraulic clutch (C4) so that the oil in the 4th speed hydraulic clutch (C4) can be drained quickly.

In addition, a side passage (L20a) is provided in the 20th oil passage (L20) in parallel with the orifice ■ inserted therein, and the side passage (L20
The upstream and downstream portions of a) are connected to the third shift control valve (
In a first position on the right side of the control valve (18x), the side passage (L20
a) is blocked, and in the second position on the left, said side channel (L20a
) are now communicated.

According to this, the manual valve (9) is r O4J r
When switching from the O3J position to the fRJ position, the side passage (L20a) is switched until the third shift control valve (18a) returns to the first position by discharge from the first speed hydraulic clutch (C1).
becomes in communication, the flow path resistance of the 20th oil passage (L20) becomes small, and then the control valve (183) returns to the first position, and the side passage (L20a) is shut off and the 20th oil passage (L20) is closed. (L
20) becomes large, and the amount of oil supplied to the 4th speed hydraulic clutch (C4) is such that the piston chamber of the hydraulic clutch (C4) is filled with oil, the piston moves, and engagement begins. The hydraulic clutch (C4) is quickly and smoothly engaged, and the reverse transmission system (Gl?) is quickly and smoothly established.

In addition, if the manual valve (9) is accidentally switched to the rRJ position while driving in the 4th gear with the manual valve (9) in the "D4" position, the first servo control valve (191) will operate the servo valve. (11) is held in the forward position, and in this state the second
0 oil passage (L20) is connected to the servo valve (I'D oil drain bow 11).
f') to drain oil from the 4th speed hydraulic clutch (C4). Here, since the third shift control valve (183) is in the second position when the manual valve (9) is initially switched to the IR1 position, the shift control valve (183) is in the second position, so that the shift control valve (183) is in the second position. Is oil drained quickly?
There is a possibility that the control valve (183) is switched to the first position before the oil pressure of the 4th speed hydraulic clutch (C4) is sufficiently reduced, and the oil is drained into the 20th oil passage (L20) in parallel with the orifice ■. A one-way valve (183) for the control valve (183
) returns to the first position, oil is quickly drained through the one-way valve σ.

In the figure, ■ is a clutch provided to mechanically connect the input side and output side of the fluid torque converter (3), and ■ is the clutch ■! ! A hydraulic circuit for I s is shown, and the circuit (2) is provided with a pair of solenoid valves (24t> (242), and both valves (24+) (242) are opened and closed by an electronic control circuit (not shown). The operation of the clutch (2) is controlled.

Note that this hydraulic circuit is not particularly different from that known in Japanese Patent Application Laid-Open No. 81-242173, and detailed explanation thereof will be omitted.

(Effects of the Invention) As is clear from the above description, according to the present invention, the input of the vehicle speed signal pressure to the shift valve that changes gears between the transmission system at the highest speed and the transmission system at one speed lower than the highest speed is controlled. A control valve provided to control according to the hydraulic pressure of a hydraulic engagement element that establishes a transmission system for two stages lower than the highest speed stage is opened by hydraulic pressure from a hydraulic source at the second position of the manual valve, and the control valve is moved to the second position. This prevents the establishment of a transmission system for the highest speed stage, and it is sufficient to provide one output port for the control valve as a port for switching the speed change pattern by switching the manual valve to the first position and the second position. Compared to conventional manual valves, the structure can be made smaller and simpler.

[Brief explanation of the drawing]

FIG. 1 is a developed sectional view of an example of a transmission to which the present invention is applied;
Figure 2 is the hydraulic circuit diagram, Figure 3 is an enlarged view of the main parts of the hydraulic circuit, and Figures 4 to 6 are the manual valve rD<J.
12J [FIG. 12 is a diagram of shift characteristics at each position of IJ. (G1>~(G4>...Transmission system (CI)~(C4)...Hydraulic clutch (hydraulic engagement element) (8)...Hydraulic power source (9)...Manual valve (1 (h) ...First shift valve (102)...Second shift valve (1031...Third shift valve (shift valve that changes gears between the transmission system of the highest speed stage and the transmission system of one stage lower) (182)...Second shift control valve (control valve) (18□
)...Oil chamber (L2)...Oil supply path (Lll) connected to the shift valve...
・Oil passage (L12) that inputs the vehicle speed signal to the third shift valve...3 people outside the oil passage connected to the oil chamber

Claims (1)

[Claims] A control device for a hydraulically operated transmission for a vehicle, comprising at least three stages of transmission system established by hydraulic engagement elements,
A manual valve is provided that can be freely switched between at least two positions, a first position that allows the establishment of the transmission system for the highest speed gear, and a second position that prohibits the establishment of the transmission system, and the first position of the manual valve. In the oil supply line connected to the hydraulic source at the 2nd position,
A plurality of shift valves are connected in series to control oil supply and discharge to a hydraulic engagement element that establishes one of the adjacent transmission systems in the shift order and a hydraulic engagement element that establishes the other transmission system to shift gears between adjacent transmission systems. The upshift side establishes a high-speed transmission system using a vehicle speed signal pressure that corresponds to the vehicle speed, and the downshift side establishes a low-speed transmission system using a load signal pressure that corresponds to the engine load. The hydraulic oil inputs the vehicle speed signal pressure to the shift valve that changes gears between the transmission system at the highest speed and the transmission system at one speed lower. A control valve that is pressed to the closing side by the hydraulic pressure of a hydraulic engagement element that establishes a transmission system that is two stages lower than the highest speed is inserted in the road, and is connected to an oil chamber that presses the control valve to the closing side. A control device for a hydraulically operated transmission for a vehicle, characterized in that a pilot oil passage is provided, the pilot oil passage is opened to the atmosphere at a first position of the manual valve, and is connected to a hydraulic power source at a second position of the manual valve. .