JPH04140560A - Multiple stage automatic transmission for vehicle - Google Patents

Abstract

PURPOSE:To allow the delivery pressure of a main pump to be set low by providing a gear selecting clutch driving pressure oil feed passage with an auxiliary pump, and operating this auxiliary pump only when the oil pressure required for the driving of a gear selecting clutch is to be high. CONSTITUTION:A gear selecting clutch driving pressure oil feed passage 132 is provided with an auxiliary pump 45 for supplying pressure oil of higher pressure than the delivery pressure of a main pump 31, and this auxiliary pump 45 is operated only when oil pressure required for the driving of a gear selecting clutch is to be high. When the temperature of pressure oil is as low as below 0 deg.C, for instance, or speed change action is not completed within the specified time of about one second, a motor 44 is driven by a control circuit to operate the auxiliary pump 45, and pressure oil of high pressure is fed into the gear selecting clutch driving pressure oil feed passage 132 to operate actuators 102, 105, 108, 112 positively. The delivery pressure of the main pump 31 can be thus set low, and the capacity of the main pump 31 can be reduced.

Description

Detailed Description of the Invention [Industrial Application Field] The present invention provides a plurality of counter shafts each having a plurality of speed change spur gears, and a plurality of counter shafts for selectively transmitting rotational force of an input shaft to the counter shaft. a counter shaft selection clutch, a plurality of gear selection clutches arranged on each counter shaft for selectively transmitting the rotational force of each transmission spur gear to the output shaft, a main pump, and this main pump. A pressure oil supply path for driving the counter shaft selection clutch that leads the pressure oil discharged from the main pump to the counter shaft selection clutch, and a pressure oil supply path for driving the gear selection clutch that leads the pressure oil discharged from the main pump to the gear selection clutch. The present invention relates to a vehicular multi-stage automatic transmission having a supply path.

[Prior Art] In a conventional multi-stage automatic transmission for a vehicle, there is a pressure oil supply path for driving a counter shaft selection clutch that leads pressure oil to a counter shaft selection clutch, and a gear that leads pressure oil to a gear selection latch. Pressure oil is supplied from the main pump to both the pressure oil supply path for driving the selection clutch, and the discharge pressure of the main pump is 40k.
It was set at about g/c-. Japanese Unexamined Patent Application Publication No. 1989-1999 as a prior art
There is No. 4-21254.

[Problems to be Solved by the Invention] The reason why the discharge pressure of the main pump was set to about 40 kg/cd in the conventional multi-stage automatic transmission for vehicles is that, for example, when the oil temperature is below 0°C, This is because a hydraulic pressure of about 30 to 40) cg/c7 is required to drive the gear selection clutch. However, the oil pressure required to drive the counter shaft selection clutch is about 10 to 15 kg/cd, and the oil pressure required to drive the gear selection clutch is about 10 to 15 kg/cwt after warming up. , it is uneconomical to set the discharge pressure of the main pump to 30 to 40) cg/cd.

[Means for Solving the Problems] In order to solve the above problems, the multi-stage automatic transmission for vehicles of the present invention has a plurality of counter shafts each having a plurality of spur gears for speed change, and a system that converts the rotational force of the input shaft into the counter shaft. a plurality of counter shaft selection clutches for selectively transmitting the rotational force to the output shaft; and a plurality of gear selection clutches arranged on each counter shaft for selectively transmitting the rotational force of each transmission spur gear to the output shaft. and,
A main pump, a pressure oil supply path for driving the counter shaft selection clutch, which guides the pressure oil discharged from the main pump to operate the counter shaft selection clutch, and a pressure oil supply path for driving the counter shaft selection clutch, which guides the pressure oil discharged from the main pump. In a multi-stage automatic transmission for a vehicle, which has a gear selection clutch drive pressure oil supply path for operating the gear selection clutch, the gear selection clutch drive pressure oil supply path has a pressure higher than the discharge pressure of the main pump. An auxiliary pump for supplying pressure oil is provided, and the auxiliary pump is operated only when the oil pressure required to drive the gear selection clutch is high.

[Function] For example, when the auxiliary pump is operated at low temperatures or when shifting takes more than a predetermined time, pressure oil with a higher pressure than the main pump is supplied from the auxiliary pump to the gear selection clutch drive pressure oil supply path, The gear selection clutch is driven. Therefore, the discharge pressure of the main pump can be set low.

[Example] Hereinafter, an example of the present invention will be described based on FIGS. 1 to 3.

FIG. 2 is a skeleton diagram of a multi-stage automatic transmission for a vehicle according to an embodiment of the present invention, which is configured to perform six forward speeds and one reverse speed. An input shaft 2 of the transmission 1 is constituted by an output shaft of a torque converter 3, and an output shaft 4 of the transmission 1 is arranged in line with the input shaft 2. A counter shaft 5 is parallel to the input shaft 2 and output shaft 4.
．． 6 is arranged on the counter shaft 5, a gear 7,
A 5th speed gearshift spur gear 8, a 3rd gear gearshift spur gear 9, a 1st gear gearshift spur gear 10, and a reverse gearshift spur gear 11 are rotatably fitted. It matches. Further, the counter shaft 5 is provided with a counter shaft selection clutch 12 that switches between a state in which the gear 7 and the counter shaft 5 are connected and a state in which these connections are released, and a fifth transmission spur gear 8 and a counter shaft selection clutch 12. 5, a state in which the third transmission spur gear 9 and the counter shaft 5 are connected, and a state in which these are disconnected. A state in which the spur gear 10 and the counter shaft 5 are connected, and a reverse speed change spur gear 11 and the counter shaft 5
A gear selection clutch 14 is installed that switches between a state in which these connections are connected and a state in which these connections are released. A gear 16, a sixth transmission spur gear 17, a fourth transmission spur gear 18, and a second transmission spur gear 19 are rotatably fitted onto the counter shaft 6. It matches. Furthermore, the counter shaft 6 is provided with a counter shaft selection clutch 20 that switches between a state in which the gear 16 and the counter shaft 6 are connected and a state in which these connections are released, and a gear shift gear 17 for the sixth speed and a counter shaft selection clutch 20. A gear selection clutch 21 that switches between a state in which the shaft 6 is connected, a state in which the fourth transmission spur gear 18 and the counter shaft 6 are connected, and a state in which these connections are released; A gear selection clutch 22 is installed which switches between connecting the spur gear 19 and the counter shaft 6 and disconnecting them. A gear 23 that meshes with the gear 7 and a gear 24 that meshes with the gear 16 are fitted and fixed to the input shaft 2 of the transmission 1, and the output shaft 4 of the transmission 1 is fitted with a gear 23 that meshes with the gear 7 and a gear 24 that meshes with the gear 16. a gear 25 that meshes with the transmission spur gear 8 and the sixth speed transmission spur gear 17; a gear 26 that meshes with the third transmission spur gear 9 and the fourth transmission spur gear 18; A gear 27 that meshes with the continuous transmission spur gear 10 and the second speed transmission spur gear 19 is fitted and fixed with a gear 28, and the gear 28 meshes with the reverse transmission spur gear 11. It meshes with the intermediate gear 29. Counter shaft selection clutch 1
2.20 and gear selection clutch 1B, 14, 21.
22 is controlled via a hydraulic circuit by a control circuit (not shown). Torque converter 3 is lock-up clutch 30
have.

FIG. 1 is a hydraulic circuit diagram of a multi-stage automatic transmission for a vehicle according to an embodiment of the present invention, in which one end of a pipe 32 is connected to the discharge port of a main pump 31 driven by an engine (not shown). , pressure regulating valves 33 and 34 are interposed in the piping 32. Pipes 35, 36, and 37 branch from the pipe 32 between the main pump 31 and the pressure regulating valve 33, and the pipe 35 is connected to the pressure regulating valve 38. The pipe 36 is connected to the boat 39a of the hydraulic pressure supply switching valve 39, and the pipe 36 is equipped with a check valve 41 that allows pressure oil to pass only from the pipe 32 side to the hydraulic pressure supply switching valve 39 side. ing. Pipes 42 and 43 are branched from between the check valve 41 of the piping 36 and the hydraulic pressure supply switching valve 39, and the piping 42 is connected to the electric motor 4.
The pump 4 is connected to the discharge port of an auxiliary pump 45 driven by the pump 4. A check valve 46 is installed in the pipe 42 to allow pressure oil to pass only from the auxiliary pump 45 side to the pipe 36 side. A pipe 47 branches off from the pipe 42 between the auxiliary pump 45 and the check valve 46, and the pipe 47 is connected to a pressure regulating valve 48. The pipe 43 is connected to a boat 49a of a hydraulic pressure supply switching valve 49.

The pipe 37 is connected to the boat 51a of the electromagnetic valve 51, and pipes 52 and 53 branch from the pipe 37. The pipe 52 is connected to a boat 54a of a solenoid valve 54, and the pipe 53 is connected to a boat 55a of a solenoid valve 55.

One end of a pipe 56 is connected to the boat 51b of the electromagnetic valve 51, and the other end of the pipe 56 is connected to the counter shaft selection clutch 20 for the counter shaft 6. A pipe 57 branches off from the pipe 56, and the pipe 57 is connected to the control boat 39b of the hydraulic pressure supply switching valve 39.

One end of a pipe 58 is connected to the boat 54b of the solenoid valve 54, and the other end of the pipe 58 is connected to the counter shaft selection clutch 12 for the counter shaft 5. A pipe 59 branches off from the pipe 58, and the pipe 59 is connected to four control ports b of a hydraulic pressure supply switching valve 49. Solenoid valve 5
One end of a pipe 61 is connected to the boat 55b of No. 5, and the other end of the pipe 61 is connected to the lock-up clutch 30. Pressure regulating valve 33 and pressure regulating valve 34 of piping 32
Pipes 62 and 63 branch from between the pipes 62 and 62.
is connected to the boat 64a of the solenoid valve 64. Piping 6
2, pipes 65 and 66 branch off, and the pipe 65 is connected to a boat 67a of a solenoid valve 67. The pipe 66 is connected to a boat 68a of a solenoid valve 68. Piping 63
is connected to the hydraulic oil inlet of the torque converter 3. One end of a pipe 69 is connected to the hydraulic oil outlet of the torque converter 3, and a filter 71 is interposed in the pipe 69. The pressure oil that has flowed to the end of the pipe 32.69 returns to the tank after passing through various lubricating parts. One end of a pipe 72 is connected to the boat 64b of the electromagnetic valve 64, and the other end of the pipe 72 is connected to a control port 73a of a switching valve 73.

From the pipe 72 comes the pipe 74. ．． 75 is branched, and the pipe 74 is connected to a control port 76a of a switching valve 76. Piping 75 is connected to control port 77a of switching valve 77. A pipe 78 branches off from the pipe 74, and the pipe 78 is connected to a control port 79a of a switching valve 79. One end of a pipe 81 is connected to the boat 67b of the electromagnetic valve 67, and the other end of the pipe 81 is connected to a control port 82a of a switching valve 82. A pipe 83 branches off from the pipe 81, and the pipe 83 is connected to a control boat 84a of the switching valve 84.
It is connected to the. One end of a pipe 85 is connected to the port 68b of the solenoid valve 68, and the other end of the pipe 85 is connected to a control port 86a of a switching valve 86. Switching valve 86
One end of a pipe 87 is connected to the port 86b,
The other end of the pipe 87 is connected to a port 82b of the switching valve 82.

A pipe 88 branches off from the pipe 87, and the pipe 88 is connected to a port 84b of the switching valve 84.

One end of piping 89 is connected to port 86c of switching valve 86, and the other end of piping 89 is connected to port 82c of switching valve 82.
It is connected to the. A pipe 91 branches off from the pipe 89, and the pipe 91 is connected to a port 84c of the switching valve 84. One end of a pipe 92 is connected to the port 82d of the switching valve 82, and the other end of the pipe 92 is connected to the port 73b of the switching valve 73. A pipe 93 branches off from the pipe 92, and the pipe 93 is connected to the port 77b of the switching valve 77. A pipe 9 is connected to the port 82e of the switching valve 82.
4 is connected to one end of the pipe 94, and the other end of the pipe 94 is connected to the switching valve 7.
It is connected to No. 3 Poldor 3c. A pipe 95 branches off from the pipe 94, and the pipe 95 is connected to the port 77c of the switching valve 77. One end of a pipe 96 is connected to the port 84d of the switching valve 84, and the other end of the pipe 96 is connected to the port 79b of the switching valve 79. Piping 96
A pipe 97 branches off from the switching valve 76.
is connected to port 76b of. Bow of switching valve 84)
One end of a pipe 98 is connected to the pipe 84e.
The other end is connected to port 79c of switching valve 79.

A pipe 99 branches off from the pipe 98, and the pipe 9 is connected to the bow 76c of the switching valve 76. Switching valve 76
One end of the pipe 101 is connected to the port 76d of the first port, and the other end of the pipe 101 is connected to the port 76d of the first port. It is connected to the port 102b of the actuator 102 for driving the gear selection clutch 14 for R speed. Port 79d of switching valve 79
One end of the piping 103 is connected to the port 102d of the actuator 102, and the other end of the piping 103 is connected to the port 102d of the actuator 102. One end of a pipe 104 is connected to a port 79e of the switching valve 79, and the other end of the pipe 104 is connected to a port 105d of an actuator 105 for driving a gear selection clutch 13 for 3.5 speed. There is. One end of the pipe 106 is connected to the port 77d of the switching valve 77, and the other end of the pipe 106 is connected to the port 105b of the actuator 105. Port 7 of switching valve 77
One end of the pipe 107 is connected to 7e, and the pipe 10
The other end of 7 is connected to a port 108d of an actuator 108 for driving the gear selection clutch 21 for the 4th and 6th speeds. Piping 1 is connected to port 73d of switching valve 73.
09 is connected, and the other end of the piping 109 is connected to the port 108b of the actuator 108.

One end of a pipe 111 is connected to the port 73e of the switching valve 73, and the other end of the pipe 111 is connected to a port 112d of an actuator 112 for driving the second gear selection clutch 22. Hydraulic pressure supply switching valve 3
One end of a pipe 113 is connected to the port 39c of the actuator 9, and the other end of the pipe 113 is connected to the port 112a of the actuator 112. The piping 113 has a throttle 114
is interposed. Hydraulic pressure supply switching valve 39 for piping 113
Pipes 115 and 116 are branched from between and the throttle 114, and the pipe 115 is connected to port 1 of the actuator 112.
Connected to 12C. A throttle 117 is interposed in the pipe 115 . The pipe 116 is connected to the port 108a of the actuator 108, and the pipe 116 is provided with a throttle 118. A pipe 119 branches from between the pipe 113 and the throttle 118 of the pipe 116, and the pipe 119 is connected to the port 108C of the actuator 108. A throttle 121 is interposed in the pipe 119. A pipe 12 is connected to the port 49c of the hydraulic pressure supply switching valve 49.
The other end of the piping 122 is connected to the port 105a of the actuator 105. A throttle 123 is interposed in the pipe 122 .

Pipes 124 and 125 branch from between the hydraulic pressure supply switching valve 49 and the throttle 123 of the piping 122.
is connected to port 105C of actuator 105. A throttle 126 is interposed in the pipe 124 . Piping 125 is connected to port 1.02 a of actuator 102
A throttle 127 is interposed in the pipe 125. A plumber 28 branches off from between the pipe 122 and the throttle 127 of the pipe 125, and the plumber 28 is connected to the port 102C of the actuator 102.

A throttle 129 is interposed in the pipe 128.

Pipes 37, 52, 56.58 lead pressure oil discharged from the main pump 31 to the counter shaft selection clutch 12.20.
The pipes 36, 43, 11 constitute a pressure oil supply path 131 for driving the counter shaft selection clutch for operating the
3,122,115°116.119,124,125
．． Reference numeral 128 guides the pressure oil discharged from the main pump 31 to the gear selection clutches 1B, 14, 21 . ．． Pressure oil supply path 1 for gear selection clutch drive to operate 22
It consists of 32. The oil pressure of the pressure oil supply path 131 for driving the clutch for counter shaft selection and the pressure oil supply path 132 for driving the clutch for gear selection is controlled by the pressure regulating valve 33 at 20 kg/
The oil pressure of the pipe 63 is set to about 2 to 5 kg/C- by the pressure regulating valve 34. The discharge pressure of the auxiliary pump 45 is set to about 40) cg/c-.

The switching valves 86, 84, 82, 76, 79, and 77° 73 constitute a decoding circuit 133 for code numbers instructed by turning on and off the solenoid valves 68, 67, and 64. In other words, if driving current is supplied to all the solenoids of the solenoid valves 68, 67.64 from a control circuit (not shown), the piping 101 will communicate with the drain flow path, and the driving current will be supplied to the solenoids of the solenoid valves 68.67. If the piping 103 communicates with the drain flow path,
If driving current is supplied to the solenoid of the solenoid valve 68, 64, the piping 107 will communicate with the drain passage, and if driving current is supplied to the solenoid of the solenoid valve 68, the piping 109 will communicate with the drain passage, and the solenoid valve will be connected to the drain passage. If the drive current is supplied to the solenoid 67 and 64, the pipe 111 will be connected to the drain flow path, and if the drive current is supplied to the solenoid of the solenoid valve 67, the pipe 10 will be connected to the drain flow path.
6 communicates with the drain flow path, and when a drive current is supplied to the solenoid of the solenoid valve 64, the piping 104 communicates with the drain flow path, and as shown in the figure, the drive current is supplied to all solenoids of the solenoid valves 6g, 67, and 64. If not supplied, the pipe 144 connected to the port 76e of the switching valve 76 communicates with the drain flow path. Note that the piping 144 is for neutral and parking range.

Figure 3 shows actuators 102, 105.108112
FIG. A small diameter oil chamber 136 and a large diameter oil chamber 137 are formed in the casing 135 of the actuator 102 for driving the gear selection clutch 14 for R speed. It communicates with the throttle 127 (FIG. 1) and also communicates with the switching valve 76 (FIG. 1) via the piping 101. The oil chamber 137 is connected to the throttle 1 via the pipe 128.
29 (FIG. 1), and also communicates with the switching valve 79 (FIG. 1) via piping 103. Oil chamber 136
A piston 138 that is slidable in the axial direction is arranged, and a shift rod 139 is inserted from one end of the piston 138.
protrudes from the other end of the piston 138, and a small diameter portion 138a
stands out. A piston 141 that is slidable in the axial direction is disposed in the oil chamber 137, and the piston 141 is fitted onto the outer periphery of the small diameter portion 138a so as to be slidable in the axial direction. A shift arm 142 that drives the gear selection clutch 14 is protruded from the tip of the shift rod 139.

The shift rod 139 has grooves 139a, 139b, 139.
A detent ball spring 143 is installed near the shift rod 139 to mechanically lock the shift rod 139 in a predetermined position by fitting into one of the grooves 139a, 139b, and 139c. There is.

Note that the other actuators 105, 108, and 112 have similar configurations.

In FIG. 3, the oil pressure in the oil chambers 136 and 137 is at a high level, and the piston 141 is pushed to the right and the piston 138 is pushed to the left. Therefore, the movement of the piston 38 is restricted by the piston 141. There is. Therefore, the gear selection clutch 14 is maintained in a neutral state. When the oil pressure in the oil chamber 136 becomes low level while the oil pressure in the oil chamber 137 remains at a high level, the piston 138 moves to the right.
The gear is shifted to reverse. In this state, even if the oil pressure in the oil chamber 137 reaches a low level, the detent ball spring 143 maintains backward movement. Conversely, if the oil pressure in the oil chamber 137 becomes low level while the oil pressure in the oil chamber 136 remains at a high level,
The piston 138 pushes the piston 141 to move to the left, and the gear is shifted to the first speed. In this state, even if the oil pressure in the oil chamber 136 becomes low level, the detent ball spring 14
3, the first speed is maintained.

Next, the operation will be explained. When the engine is started in the neutral range or parking range, the main pump 31
Hydraulic pressure rises. In addition, under normal conditions, the electric motor 4
4 is not activated, and the main pump 45 is not activated. Therefore, the pressure oil supply path 131 for driving the counter shaft selection clutch and the pressure oil supply path 132 for driving the clutch for gear selection have two
0) Pressure oil of about cg/c- is supplied. At this time, the solenoids of the solenoid valves 51, 54, and 55 are not energized,
Control ports 39b, 49 of hydraulic pressure supply switching valve 39.49
Since control pressure is not supplied to b, the actuator is operated via the hydraulic pressure supply switching valve 39.49] 02.1.05,
Pressure oil is supplied to each oil chamber 108 and 112. Since the solenoids of the electromagnetic valves 68, 67, and 64 are also not energized, only the pipe 144 communicates with the drain flow path.
Therefore, actuators 102, 105, 108,
112 shift rods 139 are all in the neutral position. That is, all gear selection clutches 13, 14, 21°2
2 is a neutral state. Further, the lock-up clutch 30 and the counter shaft selection clutch 12, 20 are in a disconnected state. When a first speed shift signal (code number [110]) is output from a control circuit (not shown), the solenoids of the solenoid valves 68 and 67 are energized, the piping 103 is connected to the drain passage, and the actuator 102 is The shift rod 139 moves to the left, the gear selection clutch 14 is switched to the first speed side, and the gear is shifted to the first speed. When the shift is completed, the control circuit energizes the solenoid of the electromagnetic valve 54, the counter shaft selection clutch 12 is connected, and the vehicle enters the first wandering state. The hydraulic pressure supply switching valve 49 operates simultaneously with the counter shaft selection clutch 12, and the actuator 10
However, the shift rod 139 of the actuator 102 is locked by the detent ball spring 143 fitting into the groove 139C, and the first speed state is maintained. Therefore, the force applied to the shift arm 142 for shifting the gear selection clutch 14 to the first speed side becomes zero, and the shift arm 14
2 wear can be reduced favorably. Although not shown,
Each shift rod 139 of actuator 102, 105
are mechanically interlocked with each other in a conventional manner. If gear slippage occurs in the first stray running state, the control circuit cuts off the power to the solenoid of the electromagnetic valve 54. At this time, since the first speed shift signal (code number [110]) is still being output from the control circuit, the actuator 102 is activated, and the shift force to the first speed is applied to shift to the first speed again. Ru. When the shift is completed, the control circuit resumes energizing the solenoid of the solenoid valve 54.

Therefore, the vehicle continues in the first stray driving state.

2nd speed shift signal (code number [011]) from the control circuit
) is output, the solenoids of the electromagnetic valves 67 and 64 are energized, and the pipe 111 is communicated with the drain passage. At this time, the solenoid of the electromagnetic valve 51 is not energized and pressure oil is supplied to the oil chamber of the actuator 112, so the actuator 112 is operated and shifted to the second speed.

Of course, the first speed shift signal (code number [110]) is no longer output, but pressure oil is not supplied to the oil chamber of the actuator 102, and the actuator 102
The shift rod 139 is connected to the detent ball spring 14.
3, the vehicle continues in the first wandering state. After the shift is completed, the control circuit de-energizes the solenoid of the solenoid valve 54 and energizes the solenoid of the solenoid valve 51. As a result, pressure oil is supplied to the oil chamber of the actuator 102, and the shift rod 139 of the actuator 102 returns to the neutral position, and at the same time, pressure oil is no longer supplied to the oil chamber of the actuator 112, and the shift rod 139 of the actuator 112 is moved to the detent ball. A spring 143 locks it into the second gear position. Further, the counter shaft selection clutch 12 becomes disconnected, and the counter shaft selection clutch 20 becomes connected,
The vehicle enters the second wandering state. In addition, the solenoid valve 51°54
When energizing the solenoid, duty ratio control is performed to alleviate shift shock.

Instead of duty ratio control, electromagnetic proportional control or the like may be used to alleviate the shift shock.

When reversing, the code number output from the control circuit is "11".
1, the solenoids of the electromagnetic valves 68, 67, and 64 are energized, and the pipe 101 communicates with the drain flow path. As a result, the shift rod 139 of the actuator 102 moves to the right and is shifted to reverse. After the shift is complete, the control circuit energizes the solenoid of solenoid valve 54. As a result, the counter shaft selection clutch 12 becomes connected, and the vehicle moves backward. At this time, pressure oil is no longer supplied to the oil chamber of the actuator 102, but the shift rod 139 of the actuator 102 is locked in the reverse position by the detent ball spring 143.

Incidentally, shifting between other gear stages is also performed by a similar operation.

By the way, when the temperature of the pressure oil is low, for example, below 0° C., or when the speed change operation is not completed within a predetermined time, for example, about 1 second, the electric motor 44 is driven by the control circuit.
Auxiliary pump 45 is activated.

As a result, the gear selection clutch drive pressure oil supply path 132
40) High pressure oil of about cg/c is supplied.

Therefore, the actuators 102, 105, 108.1
12 is operated reliably by high-pressure oil.

At this time, since a check valve 41 is installed in the pipe 36,
The high pressure oil discharged from the auxiliary pump 45 does not flow into any oil path other than the gear selection clutch drive pressure oil supply path 132. Furthermore, since the check valve 46 is interposed in the piping 42, pressure oil from the main pump 31 will not flow into the auxiliary pump 45 when the auxiliary pump 45 is not operating. Note that if the temperature of the pressure oil rises, the auxiliary pump 45 is stopped. Further, if the shift operation is not completed within a predetermined time even though the temperature of the pressure oil is high, the auxiliary pump 45 is stopped every time the shift operation is completed.

In this way, the gear selection clutch drive pressure oil supply path 13
2 is provided with an auxiliary pump 45 that supplies pressurized oil with a pressure higher than the discharge pressure of the main pump 31, and a gear selection clutch 13, 14 is provided.
, 21, 22, the auxiliary pump 45 is operated only when the hydraulic pressure required to drive the main pump 31 is high.
This is economical because the discharge pressure of the main pump 31 can be set low and the capacity of the main pump 31 can be reduced. In addition, if the pilot pressure is controlled by the solenoid valves 68, 67, 64, 51, 54° 55 as in this embodiment, it will not be possible to directly control high pressure as in conventional general automatic transmissions. In comparison, cheaper electromagnetic valves 68, 67.64°, 51.54.55 can be used, so manufacturing costs can be reduced favorably. Further, as in this embodiment, when the counter shaft selection clutch 12 or 20 is in the connected state, pressure oil is not supplied to the actuators 102, 105 or 108, 112, and the shift rod 139 is locked by the detent ball spring 143. With this configuration, wear of each shift arm 142 of actuator 1[)2, 105, 108° 112 can be effectively reduced.

[Effects of the Invention] As explained above, according to the present invention, an auxiliary pump is provided in the pressure oil supply path for driving the gear selection clutch to supply pressure oil with a pressure higher than the discharge pressure of the main pump, and the gear selection clutch is driven. Since the auxiliary pump is operated only when the oil pressure required to drive the main pump is high, the discharge pressure of the main pump can be set low, and the capacity of the main pump can be reduced, which is economical.

[Brief explanation of drawings]

FIG. 1 is a hydraulic circuit diagram of a multi-stage automatic transmission for a vehicle according to an embodiment of the present invention, FIG. 2 is a skeleton diagram thereof, and FIG. 3 is a sectional view of an actuator. 2... Input shaft, 4... Output shaft, 5, 6... Counter shaft, 8.9, 10, 11.17, 18.19... Spur gear for speed change, 12.20... Counter shaft selection clutch, 13.14, 21.22... Gear selection clutch, 31... Main pump, 45... Auxiliary pump, 131
...Pressure oil supply path for clutch drive for counter shaft selection, 1
32...Pressure oil supply path for clutch drive for gear selection Patent applicant: Kawasaki Heavy Industries, Ltd. Agent Patent attorney: Seihaku Ao (and 1 other person) 2: Human power shaft 4, output shaft white: power shaft IJ, 9. 10.11. 77, 18. 19-￥a
WA flat 111 pieces 12.20・Counter shaft selection clutch 13, 74, 21, 22・Single tooth fI#? , Figure 2 for use! Figure 3

Claims (1)

[Claims] 1. A plurality of counter shafts each having a plurality of speed change spur gears, a plurality of counter shaft selection clutches for selectively transmitting rotational force of the input shaft to the counter shaft, and a plurality of clutches for each of the counter shafts. a gear selection clutch for selectively transmitting the rotational force of each transmission spur gear to the output shaft; a main pump; and a gear selection clutch for guiding pressure oil discharged from the main pump to select the counter shaft. a pressure oil supply path for driving a counter shaft selection clutch for operating a clutch for
A multi-stage automatic transmission for a vehicle, comprising: a gear selection clutch drive pressure oil supply path for guiding pressure oil discharged from the main pump to operate the gear selection clutch; An auxiliary pump for supplying pressure oil higher than the discharge pressure of the main pump is provided in the pressure oil supply path, and the auxiliary pump is operated only when the oil pressure required to drive the gear selection clutch is high. A multi-stage automatic transmission for vehicles featuring: