JPH02134456A - Control device of hydraulically operated transmission for vehicle - Google Patents

Abstract

PURPOSE:To simplify construction of a hydraulic circuit by switching a manual valve between its No.1 and No.2 positions, and thereby changing over the speed change pattern from the normal automatic speed changing pattern into a one, in which the establish region on the low speed position side is enlarged, and vice versa. CONSTITUTION:In No.1 position of a manual valve 9, the oil line to an oil pressure source 8 is released to the atmosphere, and a throttle valve 14 gives a certain oil pressure in accordance with the engine load, and thus normal automatic speed change takes place. In No.2 position of manual valve 9, the oil line is connected with the oil pressure source 8, and the throttle valve 14 is pressed by the line pressure given by the oil pressure source 8 in the direction of boosting the output oil pressure, and a plurality of shift valves 10-10 undergo changing-over into the up-shift side in which the high-speed side shift position is established by the output oil pressure of a governor valve 13, and the car speed is increased, and speed change is performed wherein the low speed position establish region is enlarged. This eliminates use of any solenoid selector valve to result in simplification of the hydraulic circuit and the manual valve.

Description

Detailed Description of the Invention (Industrial Application Field) The present invention comprises a manually operable manual valve, a governor valve that outputs oil pressure according to vehicle speed, and a throttle valve that outputs oil pressure according to engine load. and a hydraulic engagement element that establishes one of the high-speed and low-speed gears that are adjacent in the gear shift order, and a hydraulic engagement element that establishes the other, in the oil supply path that is connected to the hydraulic source via the manual valve. Upshifting involves connecting a plurality of shift valves in series to control oil supply and drainage to shift gears between adjacent gears, and establish a higher speed gear by controlling each of these shift valves with the output hydraulic pressure of the governor valve. The present invention relates to a control device for a hydraulically actuated transmission for a vehicle that performs shift control according to vehicle speed and engine load by pressing the downshift side and the downshift side that establishes a low speed gear by the output oil pressure of the throttle valve.

(Prior art) Conventionally, as such a control device, the Japanese Patent Publication No. 5B-19507
According to the publication, an electromagnetic switching valve that selectively introduces the output oil pressure of the throttle valve and the line pressure from the oil pressure source is installed in the oil passage connected to the oil chamber that pushes the shift valve toward the downshift side, and It is known that the vehicle speed at which the shift valve is switched to the upshift side is increased by introducing line pressure, thereby making it possible to perform a gear change with an expanded range of establishment on the low gear side.

(Problems to be Solved by the Invention) In the above-mentioned device, the problem of increased cost arises due to the provision of the electromagnetic switching valve.

In this case, the manual valve is made to be freely switchable between a first position where normal automatic gear shifting is performed and a second position where gear shifting is performed with an expanded established range on the low gear side, and the oil passage connected to the oil chamber of the shift valve is connected to the manual valve It is conceivable that the first position of the throttle valve is connected to an oil passage on the output side of the throttle valve, and the second position of the throttle valve is connected to an oil pressure source, so that the speed change pattern can be changed without using an electromagnetic switching valve. However, in this case, it is necessary to additionally connect the two oil passages to the manual valve for changing the speed change pattern, and the structure of the manual valve becomes complicated.

SUMMARY OF THE INVENTION In view of the above problems, an object of the present invention is to provide a control device that can switch speed patterns without using an electromagnetic switching valve and without complicating the structure of a manual valve. The purpose is

(Means for Solving the Problems) In order to achieve the above object, the present invention includes a manual valve that can be manually operated, a governor valve that outputs oil pressure according to vehicle speed,
A throttle valve that outputs hydraulic pressure according to the engine load, and a hydraulic pressure that establishes one of the adjacent high-speed and low-speed gears in the gear shift order, in the oil supply path connected to the hydraulic power source via the manual valve. A plurality of shift valves are connected in series to control the supply and discharge of oil to the hydraulic engagement element that establishes the engagement element and the other, thereby shifting gears between adjacent gears. A device that performs shift control according to vehicle speed and engine load by pressing the upshift side that establishes a high speed gear by output oil pressure and the downshift side that establishes a low speed gear by the output oil pressure of the throttle valve. , the manual valve is operated in the first position for normal automatic gear shifting.
The second shifter performs a shift that expands the position and the established area on the low gear side.
an oil passage which presses the throttle valve in a direction to increase its output oil pressure; the oil passage is opened to the atmosphere at the first position via the manual valve; It was designed to connect to the hydraulic power source at the 2nd position.

(Function) Since the oil passage is opened to the atmosphere in the first position of the manual valve, a predetermined oil pressure according to the engine load is output from the throttle valve, and normal automatic gear shifting is performed. In the 2nd position, the oil passage is connected to the hydraulic power source, so
The throttle valve is pressed in a direction to increase the output oil pressure by the line pressure applied from the oil pressure source through the oil passage, and the increase in the output oil pressure from the throttle valve causes the vehicle speed to change to the upshift side of the shift valve. Thus, a gear change is performed in which the established range on the low gear side is expanded.

In addition, in the embodiment described later, the first position of the manual valve is r.
Da J r D3 corresponds to the J position, and the second position corresponds to the r2JIN position.

(Example) Referring to FIG. 1, (1) shows a transmission that performs four forward speeds and one reverse speed. A first manpower shaft (31) connected to the first manpower shaft (31), a second manpower shaft (32) connected to the first manpower shaft (31) via a gear train (3a), and a ring gear (5) of the differential gear (5). an output shaft (4) having an output gear (4a) at the shaft end meshing with the second output shaft (4);
A 1st and 2nd speed transmission system (Gl) (G2) is provided between the human power shaft (32) and the output shaft (4), and a 3rd speed transmission system is provided between the first human power shaft (31) and the output shaft (4). A 4-speed transmission system (G3) (G4) and a reverse transmission system (GR) are installed in parallel, and the 1st-speed and 2nd-speed transmission systems (Gl) (G2) are installed on the second human power shaft (32). Hydraulic clutches (C1) for 1st and 2nd speed, which are hydraulic engagement elements to be intervened (
C2) 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 hydraulic clutch (CI) (C2) (C3) (C4
), each transmission system (Gl) (G2) (G3)
(G4) is selectively established, and the reverse transmission system (GR) includes a 4-speed transmission system (G4) and a 4-speed hydraulic clutch (
C4) shall be shared, and both transmission systems (G4) (O
R) is a diagram of the selector gear (6) on the output shaft (4), and the gear (6) is switched between the forward drive side on the left and the reverse side on the right.
) of each transmission system (G4) (GR).
a) It was made to be selectively established by engaging with (GRa).

A one-way clutch (n) that allows over-rotation on the output side is intervened in the first-speed transmission system (G1), and the input side of the one-way clutch (7) is connected to the output shaft (4). 4) 1st gear hold hydraulic clutch (
CI+) is provided, and the first speed transmission system (G1) can be established in a path bypassing the one-way clutch (7) by engaging the hydraulic clutch (CI+) and the first speed hydraulic clutch (C1).

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 inch is directly connected to the drive gear (C2a) of the 2nd speed transmission system (G2). (C2b) was connected to the first clutch inch (C2a) via a one-way clutch (C2c) that allows over-rotation of the first clutch inch (C2a). This clutch structure is no different from the one previously proposed by the applicant in Japanese Patent Application No. 83-230128,
A detailed explanation thereof will be omitted.

Each of the hydraulic clutches (C1) (C2) (C3) (
C4) (CI+) has its oil supply and discharge controlled by the hydraulic circuit shown in Fig. 2, and this hydraulic circuit is connected to the hydraulic source (
8), the parking position [P], and the reverse position [R].
", neutral position [N], 1st to 4th automatic shift position "D4", 1st to 3rd automatic shift position "D3", 2nd gear holding position r2J, 1st gear holding position [ 1) Manual valve that can be freely switched to a total of 7 positions (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 0v for forward/reverse switching connected to a fork (6a) that engages with the selector gear (6).The details of these valves are as follows. As shown in FIG.

At the "D4" position of the manual valve (9), the first channel (Ll) connected to the hydraulic source (8) is connected to the annular groove (9a) of the extraction valve (9).
A second oil passage (L) that connects to the first shift valve (10+) via
2), and the first oil passage (LL) is connected to the second oil passage (L2).
Pressure oil regulated to a constant line pressure is supplied to the regulator valve (+21) from the second oil passage (L2) through the first to third shift valves (10+) (102) (103). 2nd to 4th speed hydraulic clutch (C2) (C3)
(C4), and the 1st speed pressure clutch (CI) is constantly supplied with oil via the third pump path (L3) branched from the second pump path (L2).

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 shift valves (10d (102) (103)) is
The vehicle speed signal pressure (hereinafter referred to as governor pressure) corresponding to the vehicle speed from the governor valve ■ causes the upshift side on the left side in the drawing, and the signal pressure corresponding to the engine load, that is, the first throttle valve (14d
When the vehicle speed increases, the first shift valve (10+) is first shifted by the governor pressure.
is switched from the 1st gear position on the right side to the 2nd gear position on the left side,
The second oil passage (L2) is connected to the annular groove (
The annular groove (10□, ) is connected to the 2nd speed hydraulic clutch (
C2) is refueled and upshifted from 1st gear to 2nd gear.
When the vehicle speed further increases, the second shift valve (102) is switched from the second gear position on the right side to the third gear position on the left side, and the fourth oil passage (l, 4) is moved into the annular groove (10□ , ) to the third shift valve (103).
), and a third shift valve (1
The third-speed hydraulic clutch (C3) is supplied with oil through the seventh oil passage (L7) connected through the annular groove (103-) of The passage (L5) is the annular groove (102-) of the second shift valve (102).
) is connected to the first oil discharge path (LDI) to drain oil from the 2nd speed hydraulic clutch (C2), and when the 2nd speed is upshifted to the 3rd speed and the vehicle speed further increases, the 3rd shift The valve (10a) is switched from the 3rd speed position on the right side to the 4th speed position on the left side, and the 6th oil passage (LB) is connected to the 8th oil passage (LB) via the annular groove (101b) of the removal valve (103). and the 4th gear is connected to the 8th oil passage (LB) via the notch groove (9b) of the release valve (9) at the "D4" position of the manual valve (9). The seventh oil passage (1, 7), which supplies oil to the hydraulic clutch (C4) and is connected to the third-speed hydraulic clutch (C3), is connected to the annular groove (103) of the third shift valve (103).
, ) to the second drain passage (LD2) to drain oil from the third-speed pressure clutch (C3), thereby allowing upshifting from third to fourth gear.

Further, according to deceleration, the third shift valve (103) returns to the third speed position, and the eighth oil passage (LB) is connected to the third oil drain passage through the annular groove (103,) of the removal valve (10a). (LD3) and the seventh
The Ura path (L7) is connected to the sixth oil path (LB) 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 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 (LB) moves through the annular groove (102,) of the removal valve (102). As described above, the fourth oil drain path (LD4) and the fifth oil path (L5) are connected to the fourth oil path (L4) via the third speed hydraulic clutch (C3) and the second speed hydraulic pressure. The clutch (C2) is refueled and downshifted from 3rd gear to 2nd gear. Thus, in the "D4" position of the manual valve (9), 1st to 4th gears are shifted according to the shift characteristics shown in Fig. 4. Automatic gear shifting is performed. In Fig. 4, X7, X, and X3 are upshift characteristic lines from 1st to 2nd, 2nd to 3rd, and 3rd to 4th, respectively, x1', x2', x3'
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, (IS is a modulator valve installed upstream of the first throttle valve (14t), (Al) (A2) (A3
) (A4) (All) is each hydraulic clutch (C1) (
C2) (C3) (C4) (C11) Shows an accumulator installed to buffer sudden changes in oil pressure when supplying and discharging oil, and is an 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 hydraulic clutches (C3) and (C4) for the 3rd and 4th gears through the second and third shift valves (102) and (103), respectively.

In addition, a pressure reducing valve (IGI) that is pushed to the right opening side by the throttle pressure is inserted in the second oil passage (L2), and in the low opening range of the throttle opening, the pressure reducing valve (IGI) is pressed downstream of the second oil passage (L2). The pressure reducing valve ('lO) is known from Japanese Patent Application Laid-Open No. 166750/1983, and its detailed explanation will be omitted.

The first to fourth oil drain paths (LDI) (LD2) (L
D3) (LD4) is a drain oil control valve (17+) that is pushed to the open side by the hydraulic pressure of the engaging side hydraulic clutch during gear shifting.
172) (173) (17a) is interposed, and the pressure drop characteristic of the hydraulic pressure of the disengaging side hydraulic clutch is set to have a slow or rapid difference according to 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, 4
Compatible with quick hydraulic clutch (C4).

A third oil drain control valve (
173) is pushed toward the open side by the hydraulic pressure of the 3rd and 2nd gear hydraulic clutches (C3) (C2) so that it can cope with downshifts in both 4th and 3rd gears and 4th and 2nd gears. So,
In addition, the first exhaust passage (L) corresponding to the second speed hydraulic clutch (C2)
The first drain oil control valve (17d) installed in the
In order to cope with any shift from 2nd gear to 4th gear, the oil pressure of the 3rd and 4th gear hydraulic clutches (C3) (C4) is used to push the release valve (171) toward the opening side. (C2) is pressed to the closing side by the hydraulic pressure of the releasing side hydraulic clutch, that is, the 2nd speed hydraulic clutch (C2), and the engaging side hydraulic clutch, that is, the 3rd or 4th speed hydraulic clutch (C3).
) (C4) is configured as a known differential pressure responsive type valve which is opened when the differential pressure with the oil pressure of C4 becomes less than a predetermined value (see Japanese Patent Laid-Open No. 82051/1983).

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 (17a) was connected. Incidentally, the fifth and sixth drain oil control valves (175) (17B) each have a plunger (14b) that responds to the throttle interlock lever (14a) of the first throttle valve (14+) and the second throttle valve (14z).
It is made up of.

In addition, a first O oil passage (LIO) is provided to input throttle pressure into the annular groove (10zc) on the left side of the release valve (102) when the second shift valve (102) is in the third gear position. LIO) is provided with a first shift control valve (18+) that is pushed to the right opening side by throttle pressure, and the first shift control valve (181) is opened in the high opening range of the throttle opening. Throttle pressure is input to the annular groove (102c), and the land diameter on the right side of the annular groove (10zc) is made slightly larger than the land diameter on the left side, so that the second shift valve (t( In h), in the high opening range, a pressing force is applied to the 2nd gear position by the throttle pressure input to the annular groove (10zc), and the hysteresis of the upshift and downshift of 2nd and 3rd gears is reduced. Drivability has been improved by setting a smaller opening in the high opening range than in lower ranges, and by making it possible to perform kickdown between 4th and 2nd gears and between 3rd and 2nd gears even in relatively high vehicle speed ranges. .

Furthermore, the 11th oil passage (t, ti) that inputs the governor pressure to the third shift valve (103) is provided with the above-described JP-A-61-233.
248, a two-speed hydraulic clutch (C2
) is provided with a second shift control valve (182) that is pushed to the left side closing side by the hydraulic pressure of the second shift control valve (182).
The input of governor pressure to the third shift valve (103) is cut off and the third shift valve (103) is held at the third gear position until the oil pressure of the speed hydraulic clutch (C2) drops to a predetermined value, and the engine is started. A smooth upshift from 2nd gear to 4th gear can be performed without causing an upward shift.

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 chambers (182,) are formed, and the 12th hole (L12) connected to the oil chambers (18□,) is connected to the manual valve (9).
D3'' position through the annular groove (9a) of the removal valve (9)
It is connected to the first oil passage (Ll) together with the Ura passage (L2), and the first
The second shift control valve (182) is maintained in a closed state by the human power of line pressure to the oil chamber (18□) via the second line (L12). Thus, in the "D3" position, the manual pressure applied to the third shift valve (103) is cut off, and the third shift valve (103) is held at the 3rd gear position, and the automatic transmission from 1st to 3rd gears is maintained. □Dynamic speed change is performed.

In addition, at the "04" position of the manual valve (9), the 12th oil passage (L12) is closed to the atmosphere, and the 2nd shift control valve (182) is operated as described above by the hydraulic pressure of the 2nd speed hydraulic clutch (C2). Opening/closing controlled.

Further, on the inflow side of the first shift valve (10+), there is a 13th oil passage (13) connected to the fourth oil passage (L4) via the annular groove (10l-) of the release valve (1(h)) at the first gear position. Ll3) is provided, and the r04 of the manual valve (9) is provided in the oil passage (1, 13).
J r At the O3J position, the notch groove (
The 14th Ura Road (Ll4) connected via 9c) is connected to the 2nd
/rh road (L2) is connected to the 15th ura road (Ll5) branched from the third shift control valve (183), and the manual valve (9) is switched from the rNJ position to the "04" and "D3" positions. Initially, in addition to the 1st gear hydraulic clutch (CI), the 2nd gear hydraulic clutch (C2) was also temporarily supplied with oil.

To explain this in detail, the third shift control valve (183):
14th/l't circuit (Ll4) and 15th Uraji (Ll5)
The first position on the i side and the 15th Ura Road (Ll5
) is connected to the branch road (L3a) branched from the downstream 0111 part of the 3rd Ura Road (L3), and the 14th Ura Road (Ll
4) to a second position on the left side where it connects to the oil drain port (183,), and the oil chamber at the right end of the control valve (183) is connected to the oil chamber 1 through the branch path (l, 3a) Input the hydraulic pressure of the speed hydraulic clutch (CI) (hereinafter referred to as 1st speed pressure), and
When the speed pressure rises to a predetermined pressure, the control valve (C:l) is switched from the first position to the second position, and the manual valve (9) is switched to the rDxJ rD, J position. When starting, first the 1st gear pressure clutch (C1) is refueled via the 3rd/I'h road (I, 3), and then the 15th ura road (l, 15) → the 14th ura road ( Ll4) - 13th
Oil passage ([, 13) - 4th oil passage (■, 4) → 5th oil passage (L
The 2nd speed hydraulic clutch (C2) is also supplied with oil through the route 5).
One-way clutch (7) that intervenes in the 1st speed transmission system (ci)
), the torque is transmitted through the 2nd speed transmission system (G2), and then when the 1st speed pressure rises to a predetermined pressure, the control valve (183) is switched to the 2nd position, and the 2nd speed hydraulic pressure is increased. While oil is drained from the clutch (C2), the branch road (
By supplying oil to the 1st gear hydraulic clutch (Ct) via L3a), the 1st gear pressure increases rapidly, torque transmission via the 1st gear transmission system (Gl) is started, and the driving torque rises in stages. Shock when switching the manual valve (9) is reduced.

At the [2] position of the manual valve (9), the first oil passage (Ll)
In addition to the second oil passages (1, 2) and the twelfth oil passage (L12), the first throttle valve (14+) is connected to the plunger (14b) through the annular groove (9a) of the extraction valve (9). A 16th oil passage (LLB) that presses to the left opening side through the
The pressure reducing valve (L2) of the oil passage (L2) is connected to the branch passage (L2a> branched from the downstream part of IO, and the first θ
The 13th oil passage (Ll3) is connected to the oil passage (LlB) via the notch groove (9C) of the extraction valve (9), and the 1st shift valve (1 (h) is connected to the 4th oil passage (L4). At the position, the 13th oil passage (
Pressure oil at line pressure is supplied from Ll3) and from the branch passage (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 (10d).

Further, the third shift valve (103) is connected to the second shift control valve (103).
82) is maintained at the 3rd speed position, similar to the "D3" position, by the manual force of the line pressure via the 12th oil passage (L12) to A shift from 2nd to 3rd speed is performed by switching to the speed position.
The first throttle valve (14+) is the 16th oil path (Ll13)
is pushed toward the opening side by the line pressure input through
Using the vehicle speed when the throttle is fully opened at step 2' as the speed change vehicle speed, the speed change 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 to 3rd gear, and Y' is the 3rd to 3rd gear upshift characteristic line.
This is a 2nd speed downshift characteristic line.

At the NJ position of the manual valve (9), the first oil 78 (Ll)
Similarly to the position [2], the second oil passage (I, 2), the branch passage (L2a), and the first
2 oil passage (!, 12) and the 16th oil passage (LIB) are connected, and the 17th oil passage (C17) connected to the first shift valve (10d) is connected, and the 16th oil passage (LiB) is connected to the first shift valve (10d). The communication between this and the 13th oil passage (Ll3) is cut off.

The 17ura road (C17) is the 1st shift valve (10+).
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 (101,) of the release valve (1 (hl), and thus the first At the 1st gear position of the shift valve (1 (h), 1st gear hydraulic clutch (CI) and 1st gear hold hydraulic clutch (CH)
The 1st speed transmission system (G1) is established in a route that bypasses the one-way clutch (7), and the 18th oil path (Ll
li) is connected to the oil drain port (1G1c) of the drain valve (10t) to drain oil from the 1st gear hold hydraulic clutch (CI) and move it to the 2nd and 3rd gear positions of the second shift valve (102). By switching, a shift from 2nd speed to 3rd speed is performed.

Here, from the first throttle valve (14z), the throttle pressure corresponding to when the throttle is fully open is outputted by the line pressure through the 18th oil passage (LlB), as in the [2] position. 2] 2nd speed with the same shifting characteristics as the position
At the same time as the 3rd gear shift is performed, the 2nd gear - 1st gear downshift characteristic line
A downshift from speed to first speed is performed. Further, the land diameter on the right side of the annular groove (10+, ) of the first shift valve (10d) is formed to be larger than the land diameter on the left side, and the first shift valve (
1 (h) is switched to the 1st speed position, the annular groove (10+
The first shift valve (10+) 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 upshift from 1st gear to 2nd gear is not performed unless the vehicle speed is considerably higher than the vehicle speed when the throttle is fully opened on the 2nd gear upshift characteristic line, and the final manual valve (9) 1
In the 1 position, the gear shift is performed according to the gear shift characteristics shown in FIG. In Fig. 6, Z is the upshift characteristic line from 1st speed to 2nd speed, and z' is the downshift characteristic line from 2nd speed to 1st speed. By setting the vehicle speed to a speed that cannot be obtained with the 1st speed transmission system (G1),
- Once the vehicle has been downshifted to 1st gear, it can be held in 1st gear and can run in 1st gear with engine braking applied.

At the rRJ position of the manual valve (9), the 19th oil passage (Ll9) connected to the 1st/I'tI chamber (lla) at the left end of the servo valve (Iv) is connected to the annular groove (9a) of the manual valve (9). It is connected to the first oil passage (Ll), line pressure is input to the first oil chamber (11a), the servo pressure C11) is pushed to the right reverse position, and the selector gear (6) is moved to the reverse side. At the same time, the 19th oil passage (1, 19) is switched to the 1st oil chamber (ll
20th uraro (L20) +: horizontally connected via the hole (11b) of the servo valve 11v connected to a). The 20th oil passage (1, 20) is connected to the 4-speed hydraulic clutch (C4) via the annular port (9d) of the removal valve (9) and the notch groove (9b) at the rRJ position of the manual valve (9). 9th Ura Road (
1, 9), and thus the 4-speed pressure clutch (
A reverse transmission system (GR) is established by supplying oil to C4) and switching the selector gear (6) to the reverse side.

In the figure (19+) is the first oil passage installed in the 19th oil passage (Ll9).
If the control valve (19+) is pushed to the left closed position by the governor pressure and the manual valve (9) is switched to the rRJ position while the vehicle is moving forward at a predetermined vehicle speed or higher, the control valve (191) is switched to the closed position, and the servo valve (191) is switched to the closed position.
1), the line pressure to the first chamber (11a) is blocked, and the locking member (11c) holds the servo valve <+v in the forward position to establish the reverse transmission system (Gl?). I made it possible to prevent it. In addition, the manual valve (9) is rD4J.
When the control valve (191) is switched to the rDxJ r2J "1" position, the control valve (191) is reliably switched to the right open position by the line pressure input through the 15th oil passage (Ll5),
In addition, while reversing, the control valve (1
9+) can be held in the open position.

Move the manual valve (9) from rRJ position to rD*J rDa
When switching to the JF21rlJ position, the servo valve (11
) is formed opposite to the first oil chamber (11a).
The servo valve l'lv is pushed to the forward position by manually applying line pressure to the ura chamber (11d) via the 21st oil passage (L21) branched from the 15th ura passage (Ll5), but in this implementation In the example, the second servo control valve (192
), press the control valve (192) to the left open position with the first speed pressure, and move the manual valve (9) from the rRJ position to the "D" position.
After switching to the 4"rDxJ f2JfN position, the control valve (192) is held in the closed position (the position shown in the figure) until the 1st speed pressure rises to a predetermined value, and the line pressure to the second oil chamber (lid) is maintained. input is blocked and the servo valve a'o engages the locking means (li
When the control valve (192) is held in the reverse position by e) and the 1st speed pressure exceeds a predetermined value, the control valve (192) is switched to the open position, line pressure is input to the second oil chamber (11d), and the servo valve is activated. 11v can be switched to the forward position. Thus, even if the manual valve (9) is switched from the IR1 position to the rD4J rD3Jr21m position with the accelerator pedal depressed, at the time of switching the servo valve ('l'D), the 1st gear transmission system ( The rotation of the output shaft (4) in the reverse direction is stopped by the torque transmission in the forward direction through the selector gear (6) and the driven gear (G4a) of the 4-speed transmission system (G4). ) mesh smoothly with no large relative rotation, and both gears (6) (G4
A) Wear of the meshing part is prevented.

By the way, the second servo control valve (192) may be locked in the closed position due to foreign matter getting caught, or the servo valve (11) may be locked in the reverse position even if the control valve (192) is switched to the open position. Then, move the manual valve (9) from the 1st position to r.
Even if the selector gear (6) is switched to the D4J r D3J )2jN1 position, it remains on the reverse side, and when the 4th speed hydraulic clutch (C4) is refueled, the reverse transmission system (GR) is established, so the second shift valve The 22nd oil passage (L22) connected to the left end oil chamber of (102) is connected to the second servo control valve (19
2) is connected to the upstream part of the 21st channel (L21) in the closed position, and furthermore, in the reverse position of the servo valve (+'D), the notch groove ( 11e), and the 23rd oil passage (L23) and the 22nd oil passage (L22) are connected when the second servo control valve (192) is in the open position. 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), and the second shift valve (102) shifts to the right. The engine is held at the 2nd speed position, and oil supply to the 4th 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 through the clutch (L12) ensures that the clutch is returned to the closed position, and the 4-speed hydraulic clutch (C4)
A seventh oil drain is inserted into the third oil drain path (LD3) corresponding to the third oil drain control valve (173) and is pressed to the right open position by the hydraulic pressure of the 22nd oil path (L22) in parallel with the third oil drain control valve (173). Control valve (17?)
from rRJ position of manual valve (9) to rD4
J r D3J At the beginning of switching to the l2JIN position, the second servo control valve (192), which is in the closed position, and the 22nd oil passage (
The 7th drain oil control valve (17?) is opened by the line pressure input through the 4th speed hydraulic clutch (C4).
The oil will be drained faster.

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 (
A first position on the right side of the control valve (183) connects to a pair of boats provided on the left side of the control valve (183).
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 D4 J r
When switching from the D3 J position to the rRJ position, the side passage (L20
a) becomes in communication, the flow path resistance of the 20th oil passage (L20) becomes small, and then, when the control valve (183) returns to the first position, the side passage (L20a) is shut off and the 20th oil passage (L20) becomes open. The flow path resistance of the oil path (L20) becomes large, and thus the amount of oil supplied to the 4th speed hydraulic clutch (C4) becomes smaller than that of the hydraulic clutch (C4).
The amount of oil increases during the play period until the piston chamber is filled with oil and the piston moves to start engagement, and decreases during the engagement period, so that the hydraulic clutch (C4) is quickly and smoothly engaged, and the hydraulic clutch (C4) is quickly and smoothly engaged. The transmission system (Gl?) is established quickly and smoothly.

In addition, if the manual valve (9) is mistakenly switched to the rRJ position while driving in the 4th gear with the manual valve (9) in the "D4" position, the servo valve ( +1) is held in the forward position, and in this state the 20th
The oil passage (L20>) is connected to the oil drain boat (11f) of the servo valve ('11), and oil is drained from the 4-speed hydraulic clutch (C4). R
At the beginning of switching to the 1st position, the third shift control well (183)
exists in the second position, 4 via the side path (L20a)
Although oil is quickly drained from the fast curve pressure clutch (C4), there is a possibility that the control valve (1831) may be switched to the first position before the oil pressure of the 4-speed single oil clutch (C4) has sufficiently decreased. Therefore, a one-way oil drain valve ■ is installed in the 20th oil passage (L20) in parallel with the orifice ■, and the control valve (
183) returns to the first position, oil is quickly drained through the one-way valve 0.

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

Note that this hydraulic circuit is not particularly different from the one known in Japanese Patent Laid-Open No. 61-242173, and detailed explanation thereof will be omitted.

(Effects of the Invention) As is clear from the above description, according to the present invention, the shift pattern can be changed by switching the manual valve to the first position and the second position, without using an electromagnetic switching valve as in the prior art. Since the shift pattern can be switched between a normal automatic shift pattern and a shift pattern that expands the established range on the low gear side, costs can be reduced, and the oil passage additionally connected to the manual valve for switching this shift pattern is connected to the throttle. One oil passage that presses the valve in the direction of increasing its output oil pressure is sufficient, and this has the effect of suppressing the size and complexity of the manual valve as much as possible.

[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 red r of the manual valve.
2Jru is a shift characteristic diagram at each position.

Claims (1)

[Claims] It is equipped with a manual valve that can be operated manually, a governor valve that outputs hydraulic pressure according to the vehicle speed, and a throttle valve that outputs hydraulic pressure according to the engine load, and is connected to an oil supply path that is connected to a hydraulic power source via the manual valve. , controls oil supply and drainage to a hydraulic engagement element that establishes one of the adjacent high-speed and low-speed gears in the gear shift order, and a hydraulic engagement element that establishes the other to perform gear shifts between adjacent gears. A plurality of shift valves are connected in series, and the upshift side establishes a high-speed gear position using the output oil pressure of the governor valve, and the down-shift side establishes a low-speed side gear position using the output oil pressure of the throttle valve. In a device that performs gear change control according to vehicle speed and engine load by pressing the manual valve to the shift side, the manual valve is placed in a first position where normal automatic gear shifting is performed and a second position where gear shifting is performed with an expanded range of establishment on the low gear side. an oil passage for pressing the throttle valve in a direction to increase its output oil pressure; the oil passage is opened to the atmosphere in the first position via the manual valve; 1. A control device for a hydraulically operated transmission for a vehicle, characterized in that the control device is connected to a hydraulic power source at a position.