JPH0366973A - Oil pressure control device for automatic transmission - Google Patents

Abstract

PURPOSE:To attain six ahead stages by performing the speed change of a sub- transmission with two ahead stages provided with a one-train planetary gearing and a main transmission with three ahead stages provided with two-train plane tary gearing respectively by independent shift valves. CONSTITUTION:The driving force from a torque convertor 1 is transmitted to an output shaft 39 through an auxiliary planetary gear speed change mecha nism 2 with two ahead stages and a main planetary gear speed-change mecha nism 3 with three ahead stage provided with a two-train planetary gear mecha nism. Each mechanism is operated by an independent shift valve to attain the first gear speed by the fastening of clutches 12, 14 in D range, the second gear speed by the clutch 24 and a brake 19, the third gear speed by the clutches 12, 24 and a brake 40, the fourth gear speed by the clutch 24 and the brakes 19, 40, the fifth gear speed by the clutches 12, 24, 25 and the brake 40 and the sixth gear speed by the clutches 24, 25 and the brakes 19, 40.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a hydraulic control device for an automatic transmission for a vehicle. In particular, the present invention relates to a hydraulic control device for an automatic transmission capable of shifting six forward speeds.

Conventionally, in an electronically controlled hydraulic control system for an automatic transmission, eight shift valves and two solenoid valves have been used to control four forward speeds. However, in order to improve the fuel efficiency of automobiles, it is necessary to use a multi-speed transmission to select the most fuel-efficient gear depending on driving conditions.

The object of the present invention is to obtain the gear position with the optimum fuel efficiency,
To provide a hydraulic control device for an automatic transmission capable of changing speeds in six forward speeds by performing gear changes in a two forward speed auxiliary transmission and a three forward speed main transmission using independent shift valves.

Next, the present invention will be explained based on an embodiment shown in the drawings.

Figure 1 is a schematic diagram showing an example of a planetary gear mechanism of a hydraulic 6-speed automatic transmission with an overdrive mechanism. This automatic transmission includes a torque converter 1, an overdrive mechanism 2, and a planetary gear mechanism with 8 forward speeds and 1 reverse speed. It is equipped with a gear transmission mechanism 8, which is controlled by a hydraulic circuit device as shown in FIG.

The torque converter l is connected to a pump 5t1, which is a well-known engine including a pump 5, a turbine 6 and a stator 7, and an engine crankshaft 8, and the turbine 6 is connected to a turbine shaft 9. Further, the torque converter 1 is provided with a direct coupling clutch 5° that mechanically connects the IIi engine crankshaft 8 and the turbine shaft 9 without fluid. turbine 1d1
Reference numeral 9 constitutes the output shaft of the torque converter 1, which also serves as the input shaft of the overdrive mechanism 5 structure 2, and is connected to the carrier 10 of the planetary gear system in the overdrive mechanism. A planetary pinion 14tj rotatably supported by the carrier 1o meshes with the sun gear 11 and the ring gear 15. sun gear 11
A multi-disc clutch 12 and a one-way clutch 18 are provided between the carrier 1 (1) and the I/2i housing which further includes the sun gear 11 and an overdrive mechanism.
j Multi-plate brake 1 for overdrive case 160 questions
There are 9 holes.

The ring gear 15 of the overdrive mechanism 2 is connected to a 30-man shaft 28 of an M star gear transmission mechanism with eight forward speeds and one reverse speed. A multi-disc clutch 24 is provided between the input @& 28 and the middle rtum 29, and a multi-disc clutch 25 is provided between the input l1d 128 and the sun gear shaft 800. Sun gear shaft 8o and transmission case 18
A multi-disc brake 26 and a multi-disc brake 40 via a one-way clutch 41 are provided between them. The sun gear 32 provided on the sun gear shaft 80 includes a carrier 83, a planetary binion 84 supported by the carrier, a ring gear 85 engaged with the binion, another carrier 86, and a planetary binion 84 supported by the carrier. Together with the planetary binion 87 and the puffer gear 88 that meshes with the planetary binion, it constitutes a two-row planetary gear system. In one of the planetary gears, the puffer gear 85 is connected to the intermediate @29. Further, the carrier 88 in this planetary gear device is connected to the puffer gear 38 in the other planetary gear device, and these carriers and ring gear are connected to the output shaft 89.
Further, a multi-disc brake 27 and a one-way clutch 28 are provided between the carrier 86 and the transmission case 18 in the other planetary gear device.

Such a hydraulic automatic transmission equipped with an overdrive uses a hydraulic circuit device, which will be explained in detail below, to engage or release each clutch and brake depending on the output of the engine and the speed of the vehicle. 0/D), or two reverse speeds by manual switching.

Table 1 shows the gear position and operating status of the clutch and brake.
Shown below.

In the table, ◯ indicates that each clutch and brake are in an engaged state, and × indicates that they are in a released state.

Next, the queen clutch and brake 12.19.24.2
The hydraulic circuit of the control device of the present invention, which selectively acts on 5.26.27.40 and performs automatic or manual speed change operation, will be described based on an embodiment shown in FIG.

The front pressure circuit includes an oil reservoir 100, an oil pump 101, a pressure crab 18a valve 102, a second pressure regulating valve 108, a throttle valve zoo, a cutback valve 201, a manual valve 210,
Accumulator 2 that smoothly engages the first shift valve 220, second shift valve 230, eighth shift valve 240, coast modulator valve 250, and clutch 24
60, an accumulator 870 that smoothly engages the clutch 25, an accumulator 280 that smoothly engages the brake 40, and a lock-up control valve 290.
, bypass valve 800, flow control valve with check valve 310.
320.880.340.850.860.870.5
02, check valve 880, relief valve 890, second solenoid valve 400 that controls the second shift valve 280, eighth solenoid valve 410 that controls the shift valve 240, fourth solenoid valve 420 that controls the lock-up control valve 290 , a first lensoid valve 480 that controls the first shift valve 220
and hydraulic servo 12 between each valve, clutch, and brake.
A% 19A, 24A% 25A% 25B, 26 people,
It consists of oil passages connecting 27A, 27B, and 40A.

The hydraulic oil pumped up from the oil reservoir 100 by the oil pump 10IK is adjusted to a predetermined supplement (line pressure) by the pressure regulating valve 102 and supplied to the oil passage 104. The surplus oil in the pressure regulating valve is supplied to the second pressure regulating valve 108 via the oil passage 105, and is adjusted to a predetermined torque converter pressure, W! The pressure is regulated to oil pressure and cooler pressure. A manual valve 210, which is connected to the oil passage 104, is connected to a shift lever and can be manually operated to shift to 'P' or 'P' depending on the range of the reshift lever.
Move to R, N, D, Eng, L positions.

Table 2 shows oil passage 104 and oil passage 1 at each shift lever position.
Shows the communication status with 06-110. ○ indicates that they are connected.

Table 2 The first solenoid valve 480 that controls the first shift valve closes the valve port 431 when not energized, and the oriice 482
Hydraulic pressure is generated in the oil passage 501 that communicates with the oil passage 104 via the oil passage 104, and when energized, the valve port 431 is opened to discharge l:t: oil from the oil passage 501 from the discharge port 488. Second shift valve 2
A second solenoid valve 4001-t that controls the valve 80 closes the valve port 401 when not energized and generates hydraulic pressure in the oil passage 111 that communicates with the oil passage 107 via the oriice 402, and opens the valve 401 to discharge when energized. 0408 to oil road 111
drain the pressure oil. The third solenoid valve 41OIfi that controls the eighth shift valve 240, the valve port 41 when not energized
1 is closed to generate oil pressure in the oil passage 112 that communicates with the oil passage 104 via the oriice 412, and when energized, the valve port 411 is closed.
is opened to discharge the pressure oil in the oil passage 112 from the discharge port 418. The fourth solenoid valve 420 that controls the lock-up control valve 290 closes the valve port 421 when not energized and connects the oil passage 114 with the oil passage 104 via the orifice 424.
When energized, the valve port 421 is opened and the oil in the oil passage 114 is discharged from the discharge port 428. Table 8 shows the relationship between the energization and de-energization of the renoid valves 400%, 410 and 430, and the gear state of the automatic VI two-speed machine. Table 8 The first shift valve sgoFi is equipped with a spool 222 with a spring 221 installed on one side, and in the 1.2nd speed, the solenoid valve 430#i is de-energized and oil pE is generated in the oil path 501, causing the spool 222ti oil path 501 to flow. The hydraulic pressure is supplied to the right end oil chamber 223 through the hydraulic pressure, which is set to the left in the figure, and connects the oil passage 110 and the oil passage 118, and the oil passage 181 and the oil passage 182, respectively.
In the 8th, 4th, 1N5, and 6th speeds, the solenoid valve 480 is energized and the pressure oil in the 4th path 501 is discharged, so the spool 2
22 is set on the right side in the figure, and includes an oil passage 106, an oil passage 118,
The oil passage 110, the oil passage 1B1M passage 181, and the oil passage 188 are connected to each other.

The second shift valve 280 has a spool 282, 238 with a spring 281 installed on one side, and
At high speed, the solenoid valve 400 is energized and the oil passage 111 is closed.
Since there is no hydraulic pressure in the spool 282.233II
'i It is set to the left side in the figure by the action of the spring 281, and connects the oil passage 110, the oil passage 118, and the oil passage 135, and the oil passage 135 and the oil passage 186, respectively, and in the 5th and 6th speeds, the solenoid valve 400Fi is de-energized. *EE occurs in the oil passage 111, and the spools 232 and 283 are set to the right in the figure by the oil pressure supplied to the left end oil chamber via the oil passage 111, and the spools 232 and 283 are set to the right in the figure,
Contact 8.

The eighth shift valve 240#'i is equipped with a spool 242 with a spring 241 installed on one side, and in the 1st, 3rd, and 5th speeds, the solenoid valve 410 is energized and no oil pressure is generated in the oil path 112, so the spool 242 is equipped with a spring 241. 241 is set to the left in the drawing, and connects the oil passage 104 and the oil passage 117, and in the 2nd, 4th, and 6th speeds, the solenoid valve 410a is de-energized and oil pressure is generated in the oil passage 112, and the spool 242F1 oil passage 112
The pressure oil is supplied to the left end oil chamber through the oil passage 104, the oil passage 119, the oil passage 117, and the discharge port 244.
to contact you.

Throttle valve 200Fi indicator valve 202, pulp spool 208 and spring 204 between these valves
The indicator valve strokes in accordance with the amount of depression of the accelerator pedal to compress the spring 204 and generate a throttle pressure in the oil M114.

The cutback valve 201 guides the throttle pressure of the oil passage 124 to the oil passage 125 when oil pressure is supplied to the oil passage 118 (in 8th, 4th, 5th, and 6th gear states), reducing the throttle pressure and making it unnecessary. This prevents significant pump losses.

The modulator valve 250 includes a spool 251 and a spring 2
52, and was led through the oil passage 109 at the L position! :E lil oil! Pressure is applied to generate a modulator pressure in the oil passage 130.

The lock amplifier control valve 290 is equipped with a sub-A/292 with a spring 291 installed on one side, and in the 112th speed, Fi oil pressure is not generated in the oil chamber 298, so the spool 292
The solenoid valve 420, which is set downward in the figure by the action of the 1d spring 291 and connects the oil passage 120 and the oil passage 121, and in which oil pressure is generated in the oil chamber 293 in the 8th, 4th, 5th, and 6th speeds, is de-energized. Line pressure is generated in the oil chamber 294 and the spool 2
92 is the 'M pressure generated in the oil chamber 294 and the spring 291
When the solenoid valve 420 is energized, it overcomes the hydraulic pressure generated in the oil chamber 298 due to the
The pressure oil No. 4 is discharged and set at the upper part of the spool 29Zd in the figure to communicate the oil passage 120 and the oil passage 122.

D position...At D position, tf1 night oil passage 4 is oil passage 1
06 and oil passage 107.

For the first gear, the solenoid valve 480 is not energized, the solenoid valve 400 and the solenoid valve 410 are energized, and the spool 222 of the first shift valve 220 is moved to the left position in the figure by the hydraulic pressure acting on the oil chamber 228. Second shift valve 28
The spool 242 of the eighth shift valve 240 is set to the left position in the drawing by the action of the spring 281, and the spool 242 of the eighth shift valve 240 is set to the left position in the drawing by the action of the spring 241. The front pressure of the oil passage 107 is guided to the front pressure servo 24, and the force fIi:I: of the oil passage 107 is led to the hydraulic servo 1 via the third shift valve 240 and the oil passage 117.
2A and clutch 24 and clutch 1, respectively.
2X8 engaged.

In the second speed, the solenoid valve 410 is not powered by M1, so the spool 242 of the third shift valve 240 moves to the right in the figure. The oil passage 117 is connected to the discharge port 244, and the pressure oil in the hydraulic servo 12A is discharged, and the oil passage 1
04 pressure oil is supplied to the eighth shift valve 240. The oil is guided to the hydraulic servo 19A through the oil passage 119, and the clutches 'y' and 12 are released and the brake 19 is engaged.

In the eighth speed, the solenoid valve 480 and the solenoid valve 410 are energized, so the spool 222 of the 2-8 shift valve 220 moves to the right in the drawing, and the spool 242 of the eighth shift valve moves to the left in the drawing. Pressure oil in the oil passage 106 is supplied to the hydraulic servo 4 via the first shift valve 220 and the oil passage 113.
The 8E oil in the oil passage 104 is guided to the OA and flows into the eighth shift valve 2.
40, guided to the hydraulic servo 12A via the oil path 117,
Brake 40 and clutch 12 A respectively! 5: Engaged and 8 in hydraulic servo 19λ: Oil is flowing into oil path 1
19, the brake 19 is released because it is discharged through the eighth shift valve 240.

In the fourth speed, the solenoid valve 410 is de-energized and the spool 242 of the third shift valve 240 moves to the right in the figure. Is the oil passage 117 connected to the oil drain port 244? '1ll
The pressure oil in the lEE servo 12A is discharged, and the pressure oil in the oil passage 104 is guided to the hydraulic servo 19A via the eighth shift valve 240 and the oil passage 119, and the clutch 12 is released and the brake 19 is released. engaged.

In the fifth speed, the solenoid valve 400 is de-energized, and the spools 282 and 238 of the second shift valve 230 move to the right in the figure. The pressure oil in the oil passage 107 is transferred to the second shift valve 28
0, the oil is guided to the hydraulic servo 25B via the oil passage 118, and the clutch 25 is engaged.

For the sixth speed, the solenoid valve 410 is de-energized and the spool 242 of the eighth shift valve 240 moves to the right in the figure. The oil passage 117 is connected to the oil drain port 244, and the pressure oil in the hydraulic servo 12 is discharged, and the pressure oil in the oil passage 104 is guided to the hydraulic servo 19A via the eighth shift valve 240 and the oil passage 119. At the same time, the brake 19 is engaged and the clutch 2 is released.

Work position: At work position, F1 oil passage 104 is oil passage 10
6.107.108.

The pressure oil guided to the escape route 108 is transferred to the eighth shift valve 24007
The spool 242 in the 1fl chamber 24SVc''iII is fixed to the left in the drawing. Therefore, even if the solenoid valve 410 is in the 2nd, 4th, or 6th speed state in which the solenoid valve 410 is de-energized, the switching of the eighth shift valve 240 is not performed. Shifting to the 2nd, 4th, and 6th gears is blocked.The first shift valve 220 and the second shift valve 280 are switched in the same way as in the D position, so in the work position, the three forward gears, That is, automatic gear shifting of 1st, 8th, and 5th speeds is performed.

b position: In h position, which is switched to apply the engine brake, the oil passage 104 is connected to the oil passage 106.1.
Contacted on 07.108.109. Oil road 106.
The pressure oil guided to 107 and 108 is guided to each hydraulic servo in the same way as in the working position.

The pressure oil guided to the escape passage 109 is regulated 8E by the modulator valve 250 to generate a modulator pressure in the oil passage 180. In the fifth speed state, the oil passage 180 is connected to the second shift valve 280.
The spool 288 is closed, but in the 1.8 speed state, it is connected to the oil passage 111 via the second shift valve 280.

In the first shift state, the spool 222 of the first shift valve is located on the left side in the figure, and the oil passage 131 and oil passage 182 communicate with each other, so that the modulator pressure of the oil passage 180 is transmitted to the hydraulic servo 27B&C via the oil passage 181 and 182. Since a relief valve 890 is provided in the right oil passage 182, the modulator pressure in the oil passage 182 is set below the set value of the relief valve 890o. When the pressure in the relief valve 890#'i oil passage 182 exceeds the set value, the oil passage 110 and the manual valve 210
The pressure in the oil passage 182 is maintained at the set value by discharging the oil through the oil passage 182. When hydraulic pressure is introduced to the hydraulic servo 2711, the brake 27 is engaged and the engine brake is applied to the first gear m.
i; Obtained.

8th M! In the state, the spool 2 of the first shift valve 220
[t! It is located on the right side of the figure and connects oil passage 181 and oil passage 188, and the modulator pressure of oil passage 180 is controlled by oil passage 181.18.
3 to the hydraulic servo 26k to engage the brake 26. When the brake is engaged, an eighth continuous state in which engine braking is effective is obtained.

In the fifth speed state, the spool 28 of the second shift valve 280
2.288 is located on the right side of the figure, and the oil passage 180 is connected to the spool 2.
88, the state is the same as the fifth speed at the D position and the work position.

As mentioned above, at position b, the first
Automatic gear shifting is performed in eight forward speeds: 1st, 3rd, and 5th speeds.

During the 2-3 shift up at the above p position and the 1-3 shift up at the work position or Fira position,
The spool 222 of the first shift valve 220 moves to the right in the figure, and the oil passage 106 is brought into communication with the oil passage 118.
The lock-up control valve 2 is
At this time, the solenoid valve 420 is de-energized and line pressure is generated in the oil chamber 294, so that the spool 292 is fixed at the lower position shown in the figure. At this time, the pressure oil in the oil passage 120 is guided to the escape passage 121, and the direct coupling clutch 5 in the torque converter
0 is free. Then, when the solenoid valve 420 is energized, the l1lE oil in the oil chamber 294 is discharged, and the spool 292 is set to the upper position as shown in the figure by the oil pressure in the oil chamber 293, and is led to the oil pressure Fi oil path 122 of the oil path 120 to direct the direct coupling clutch. is engaged. Further, the oil passage 122 is provided with a flow control valve SOW with a check valve, and when pressure oil is supplied to the direct coupling clutch 50 through the oil passage 122, the flow control valve SOW with a check valve controls the EE oil. supply is slow.

R4tLlt...For the R position, the oil passage 104 is connected to the oil passage 110. The l:E oil in the escape route 110 acts on the oil chamber 102A of the pressure regulating valve 102, increases the line pressure, and also increases the brake 27 through the orifice 134.
The brake 27 is guided by the hydraulic servos 2'FA and 27B.
engage. At this time, since pressure oil is led to the discharge side of the relief valve 890 via the oil passage 110, the relief valve 890
90 is not operated and line pressure is introduced to the hydraulic servos 27A and 27B. Brake 27 hydraulic servo F
i Consists of two sets of hydraulic servos 2'7A and 27E, and when the engine brakes in first gear, one hydraulic servo 27B receives oil E.
K11l is configured so that hydraulic pressure is supplied to both hydraulic servos 27A and 27B at the R position where E: is supplied and the torque capacity is large. In this case, Oriais 184
Therefore, the supply of hydraulic pressure to the hydraulic servo 27B is performed more quickly than the supply of hydraulic pressure to the hydraulic servo 27A. 8E of the oil passage 110 is the oil chamber 224 of the first shift valve 220
, and fix the spool 222 together with the spring 221 at the right position in the figure. Is that why the pressure in oil passage 110? l!
The IFi first shift valve 2201 is supplied to the hydraulic servo 27B via the oil passage 182. However, as mentioned earlier, the hydraulic servo 27B is connected to the check valve 880 from the oil passage 110.
EE oil is also supplied through the oil passage 132,
The 8E oil in the oil passage 110 passes through the second shift valve 280, the oil passage 118, and the oil passage 118.18 to the hydraulic servo 25B.
5.186 to the 7tflEE servo 25A, and the clutch 25 is engaged. The hydraulic servo of the clutch 25 is supplied with hydraulic pressure from two sets of hydraulic servos 25A and 25B.In the fifth forward speed, one hydraulic servo 25E is supplied with hydraulic pressure, and in the R position where the torque capacity is large, both hydraulic servos 25A and 25B are supplied with hydraulic pressure. is supplied.

In the low speed state, the solenoid valve 410 is M! The spool 242 of the third shift valve 240 is located on the left side in the drawing, and is connected to the oil passage 104 and the oil passage 117, so that the oil pressure in the oil passage 104 is guided to the hydraulic servo 12A via the oil passage 117, and the clutch 12 is engaged.

In the high-speed state, the solenoid valve 410 is de-energized, and the spool 242Fi of the eighth shift valve 240 is located on the right side in the figure, and the oil passage 104 and the oil passage 119 are connected to each other.
The 7tl+ pressure of 4 is guided to the hydraulic servo 19A through the oil path 119, and the pressure oil of the 71tl pressure servo 12A is discharged from the discharge port 244 through the oil path 117 and the eighth shift valve 240, and the clutch 12 is released. At the same time, the brake 19 is engaged.

As described above, according to the present invention, in the front pressure control device M of the automatic transmission, the sub-transmission mechanism switches the field oil supplied to each frictional engagement element of the main transmission using the first and second solenoid valves. The switching of the pressure oil supplied to the direct coupling friction engagement element or the non-direct coupling friction engagement element of the auxiliary transmission is performed by the first and second shift valves controlled by the eighth solenoid valve. 8
By using the shift valve, six forward gears can be obtained by combining the gears of the main transmission and the auxiliary transmission. Furthermore, with 6 forward gears, the most fuel-efficient gear can be selected depending on the vehicle's driving conditions, which helps improve fuel efficiency, compared to the conventional 4 forward or 8 forward gears. .

[Brief explanation of drawings]

FIG. 1 is a schematic diagram showing a power transmission mechanism of an automatic transmission to which the present invention is applied, and FIG. 2 is a hydraulic circuit diagram showing an example of a hydraulic control device for an automatic transmission of the present invention. ... Torque converter 3 ... 8 forward speed idle M gear transmission mechanism 100 ... Oil reservoir, 101 ... Oil pump, 102 ... Pressure adjustment valve, 108 ... Second pressure IIM valve, 200 ... Throttle G, 201... Cant back valve, 210... Manual valve, 220... fjcl shift valve, 280...
・Second shift valve, 240...Eighth shift valve, 221
．． 231.241 Spring, 222,282゜2
88.242...Spool, 250...Coast modulator valve, 260,270,280...Accumulator. 290... Lock-up # control valve, 30o... Bypass valve, 810.320, 880, 840, 850.360° 870.502... Flow rate control valve with check valve 380-...
Check valve, 390--9-7 valve, 400,410°42
0.480...Solenoid valve, 12mm, 19mm, 24 people. 25 people, 25m, 26 people, 27 people, 27ns40 people--
Hydraulic servo 1---Easy==Table 2...Overdrive mechanism

Claims (1)

[Claims] A hydraulic torque converter, an auxiliary gear transmission mechanism that has a plurality of frictional engagement elements and one row of planetary gears and achieves two forward speeds, and a plurality of frictional engagement elements and two rows of planetary gears. In an automatic transmission equipped with a main gear transmission mechanism that achieves three forward speeds and one reverse speed, the automatic transmission includes a hydraulic power source, a line pressure regulating valve that adjusts the hydraulic pressure from the hydraulic power source to line pressure, and a manual transmission. a speed selection valve that switches between speed ranges, first and second shift valves that switch line pressure supplied to each friction engagement element of the main gear transmission mechanism, and each friction engagement element of the auxiliary gear transmission mechanism. a third shift valve that switches the line pressure supplied to the coupling element;
comprising first, second and third solenoid valves that respectively control the shift valves of the main gear transmission mechanism, and controls the auxiliary gear transmission mechanism in each shift state of the main gear transmission mechanism to obtain six forward speeds; A hydraulic control device for an automatic transmission, characterized in that the setting of the number of gears is changed depending on the selected position of the speed selection valve.