JPH04151059A - Hydraulic control device for automatic transmission - Google Patents

Abstract

PURPOSE:To perform a delicate and smooth shift whatever a shift is by boosting an engaging pressure through communication of an oil pressure source with a second oil chamber after completion of a shift through communication of the oil pressure source with a first oil chamber. CONSTITUTION:After completion of a shift by communicating an oil pressure from an oil pressure source to a first oil chamber 6600 through a shift control means, the oil pressure source is communicated to a second oil chamber 6700 through a shift means, and an engaging pressure exerted on an engaging element 8500 is boosted. By providing this constitution, the first oil chamber 6600 of an engaging device is communicated to the oil pressure source through a shift control means during a shift, and a feed oil pressure is controlled by a pressure regulating means to perform smooth engagement. On completion of a shift, the second oil chamber 6700 is communicated directly to the oil pressure chamber not through the pressure regulating means by means of a shift means to rapidly increase torque capacity.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a hydraulic control device installed in an automatic transmission of an automobile.

[Prior Art] Automobile automatic transmissions are equipped with a gear train using a plurality of rows of planetary gear sets, and each element of the planetary gear set is selectively engaged or kept stationary to achieve multiple gear stages. achieve.

Of the engagement devices used to engage and disengage each element, the clutch and brake are equipped with hydraulic servos, and the hydraulic control device controls the supply and removal of hydraulic pressure to the hydraulic servos to perform the necessary engagement and disengagement. achieve.

As engine output increases, it becomes necessary to increase the torque capacity of engagement devices such as clutches and increase the size of pistons.

As a means for increasing clutch capacity, a so-called double piston in which the piston has a double structure has been proposed (Japanese Patent Application Laid-Open No. 60-263730).

Since the double piston is applied to a clutch that is always engaged during forward movement and whose required torque capacity does not change much depending on the gear position, it is sufficient to simply ensure smooth engagement timing during N-D.

Therefore, since the difference between the oil pressure at the start of engagement and the oil pressure at the end of engagement can be properly maintained, problems such as engagement shock are less likely to occur due to manufacturing errors in the hydraulic #device or variations in oil pressure.

[Problems to be Solved by the Invention] However, in a so-called multi-stage transmission, the torque capacity required for the engagement element differs depending on the gear stage.

The difference can be large. By the way, the pressure increase characteristics for each gear stage are determined by the accumulator, so if the accumulator is set according to a small required torque capacity, if a large piston is used in a gear stage where a large torque capacity is required, Since the difference between the oil pressure at the start of engagement and the oil pressure at the end of engagement is small, it is not always possible to allow an appropriate pressure increase characteristic due to variations in piston manufacturing errors.

Therefore, engagement shock may occur.

Therefore, by adopting a double piston structure, the torque capacity corresponding to each gear stage is obtained, and the appropriate pressure increase characteristics at the time of engagement are made uniform to prevent drag of the frictional engagement element and provide smooth engagement. The purpose is to

[Means for Solving the Problems] A hydraulic control device for an automatic transmission according to the present invention includes a hydraulic power source, and a shift control means that is connected to the hydraulic power source and selectively controls the communication of hydraulic pressure to the hydraulic servo of the engagement device. a hydraulic servo that is selectively controlled to communicate with the hydraulic source by the shift control means; and a switching device that is disposed between the hydraulic servo and the hydraulic source and controls the communication after the shift is completed; The coupling device includes a first cylinder, a first piston disposed to be slidable in the axial direction within the first cylinder, and a first piston formed by the first cylinder and the first piston. a first oil chamber, a second cylinder, a second piston slidably disposed in the second cylinder in the axial direction, the second cylinder, and the second piston. a second oil passage that connects the first oil chamber and the shift control means; a second oil passage that connects the second oil chamber and the switching means; has
One of the first piston and the second piston is slidably disposed so that the first piston and the second piston bias an element of the planetary gear set, After the oil pressure from the hydraulic source is communicated with the second oil chamber via the shift control means to complete a shift, the second oil chamber is communicated with the hydraulic source via the switching means, and the engagement element It has a configuration that increases the engagement pressure to the

[Operations and Effects of the Invention] By providing the above means, the first oil chamber of the locking device and the hydraulic pressure source are communicated through the shift control means during gear shifting, and the supplied hydraulic pressure is controlled by the pressure regulating means. for smooth engagement.

Then, upon completion of the gear shift, the second oil chamber and the hydraulic pressure source are directly communicated with each other by the switching means without going through the pressure regulating means, thereby quickly increasing the torque capacity.

With the above configuration, a finely smooth shift can be achieved in any shift.

[Example code] Hereinafter, the present invention will be explained in detail based on the drawings.

FIG. 4 shows a skeleton of the automatic transmission of the present invention, and first, an overview of the whole will be explained with reference to FIG.

The automatic transmission 1 includes a starting device 2 and a transmission 3 having a planetary gear device, but the starting device 2 includes, in addition to the torque converter shown in this embodiment, a fluid coupling, an electromagnetic clutch,
Appropriate means such as a multi-plate clutch, a centrifugal clutch, etc. can be selected.

The transmission 3 houses a planetary gear train and a frictional engagement element in a case, and includes a three-row simple planetary gear set 61, 62, 63 as the planetary gear train.

The carrier of the first simple planetary gear set 61 is connected to the ring gear of the third simple planetary gear set 63, and the carrier of the first simple planetary gear set 61 is connected to the ring gear of the third simple planetary gear set 63.
The carrier is the second simple planetary gear set 6
It is connected to the second ring gear and also to the output shaft. The sun gear of the third simple planetary gear set 63 is connected to the carrier of the second simple planetary gear set 62 and to the sun gear of the first simple planetary gear set 61 via a friction engagement element.

Frictional engagement elements include four clutches, a 21W brake,
Two one-way clutches are installed, and the connection relationship between the frictional engagement elements and each element of the planetary gear train is as follows.

The input shaft of the transmission 3 is connected to the drum of the first clutch 11 and the third clutch.
The clutch 13 is connected to the drum of the clutch 13. first clutch 1
1 hub is the 1st simple planetary gear set 6I
The hub of the third clutch 13 is connected to the sun gear of the first simple planetary gear set 61. The hub of the third clutch 13 is connected to the second clutch 1
It is also connected to the second drum, and further connected to the hub of the fourth clutch 14 and the outer race of the first one-way clutch 31.

The hub of the second clutch 12 is connected to the third clutch via the second intermediate shaft.
The second simple planetary gear set 6 is connected to the sun gear of the second simple planetary gear set 63.
Connect to the second carrier.

This carrier is further connected to the outer race of a second one-way clutch 32 which also serves as the hub of the second brake 22. The inner race of the second one-way clutch 32 is attached to a case, which is a stationary member.

The drum of the fourth clutch 14 also serves as the drum of the first brake 21, and is connected to the sun gear of the second simple planetary gear set 62 via the inner race of the first one-way clutch 31 and the third intermediate shaft. .

A first rotation sensor 71 is provided outside the third clutch 13 directly connected to the input shaft to obtain rotation information of the input shaft. A second rotation sensor 72 is also provided outside the output shaft to obtain rotation information of the output shaft.

<Operation table> Table 1 (Table 1) 4th speed *marked: C-2, C-3 small and large piston engagement Table 2 This automatic transmission operates by engaging and disengaging each frictional engagement element. Accordingly, eight forward speeds and one reverse speed can be achieved.

Table 1 shows the engagement/disengagement state of each friction engagement element to achieve eight forward speeds and one reverse speed.

The eight forward speeds are 1st, 2nd, and 2.5th.

The terms 3rd speed, 3.2nd speed, 3.5th speed, 4th speed, and 5th speed are:
Depends on the gear ratio achieved by each gear shown in Table 2.

Table 2 shows the gear ratio and torque distribution borne by the frictional engagement elements for each gear stage.

In the automatic transmission of the present invention, the relationship between each gear stage and gear ratio as a reference shift pattern is 1 speed, 3
．． 1 2nd speed 2.0 3rd speed 1.4 4th speed 1.0 5th speed 0.7 Quick speed 2.5 Therefore, five forward speeds with a good gear ratio can be achieved as a basic shift pattern.

And between the 2nd and 4th gears of the basic shift pattern,
By setting three gear stages, it is possible to obtain a more appropriate shift pattern corresponding to driving and acceleration conditions.

FIG. 5 shows a circuit configuration of a control device for an automatic transmission according to the present invention.

The hydraulic servos of the frictional engagement elements to be controlled are four clutch servos 11, 12, 13°14 and two brakes 21, 22. The second clutch 12 among the four clutches includes a small servo 12S with a small piston and a large servo 12L with a large piston as hydraulic servos. The third clutch 13 similarly includes a small servo 13s with a small piston and a large servo 13L with a large piston.

As is clear from Tables 1 and 2, the second clutch 12 is engaged in 2nd, 3.2nd, and 4th gears, and remains engaged in 4th gear in 5th gear. .

The torque to be borne is the 2nd gear which is in the engaged state.

3. It is small in 2nd and 4th gears, but maintains the engaged state 5
It becomes large at high speed. Therefore, in the present invention, the small servo 12S is controlled in 4th gear and below, where engagement and release are operated, to achieve control with good responsiveness, and in 5th gear, where the torque load is large, both servos 12S are controlled.

Use 12L to obtain sufficient engagement torque.

The third clutch 13 also has a similar configuration and operation.

The first brake 21 is a band brake and needs to exhibit various functions. In order to cope with this variety of control, the servo of the first brake 21 is equipped with a first servo 21A and a second servo 21B on the apply side of the servo, and a servo that also supplies hydraulic pressure on the return side of the servo. It has 21R. Only this first brake 21 is directly controlled using a linear solenoid valve 46.

As is clear from Table 2, the second brake 22 is
Since the torque to be borne varies depending on the gear stage, a first servo 22A and a second servo 22B are provided.

The accumulators for adjusting the servo pressure include an accumulator 51 for the first clutch, an accumulator 52 for the second clutch, and an accumulator 53 for the third clutch.

Four solenoid valves 4 are used as means to control the hydraulic circuit.
1, 42, 43, 44 and 4 near solenoid valves 45
, 46, 47.48. First solenoid valve 41
is a normally open valve, which communicates with the drain when off and communicates with the corresponding circuit when on. Second solenoid valve 4
2 is a normally closed valve, which communicates with the drain when it is on and communicates with the corresponding circuit when it is off. The third solenoid valve 43 is a normally closed valve, and the fourth solenoid valve 44 is a normally open valve.

The linear solenoid valve 45 is a lock-up control valve, the linear solenoid valve 46 is a valve for controlling the first brake 21, the linear solenoid valve 47 is for accumulator back pressure, and the linear solenoid valve 48 is for throttle pressure and Control line pressure.

A total of 29 valves are equipped as oil passage switching valves and pressure regulating valves. List the symbols and names of polyverbs.

100...Manual valve 110...1-2 shift valve 120...2-3 shift valve 130...3-4 shift valve 140... ... 4-5 shift valve 160 ... Reverse control valve 210 ... Orifice control of first clutch 11 220 ... Drain control valve 230 of second clutch 12 ...Accumulator relay first valve 240 of second clutch 12...Accumulator relay second valve 250 of second clutch 12...Second. Control valve 260 of third clutch 12.13...Drain control valve 270 of third clutch 13...Accumulator relay first valve 280 of third clutch 13... -Accumulator relay second valve 290 of third clutch 13...Modulator valve 300 of fourth clutch 14...Large piston relay valve 310...
...Control first valve 320 of the first brake 21...
...Control second valve 330 for the first brake 21...
・Release relay valve 340 of the first brake 21...Relay valve 35 of the first brake 21
0...Modulator valve 4 of second brake 22
00... Solenoid relay valve 410...
・Primary regulator valve 420...Secondary regulator valve 430...Lock-up relay valve 440...Accumulator control valve 450
. . . Lockup control valve 470 . . . Cutback valve 480 . . . Solenoid modulator valve Figures 1 to 3 are circuit diagrams of the main parts of the hydraulic control device of the present invention. FIG. 1 shows the flow of hydraulic pressure when shifting to 4th gear. In the figure, the position of the multi-valve spool is indicated by diagonal lines.

In 4th gear, the first solenoid valve 41 is on and the third solenoid valve 41 is on.
The pattern is that the solenoid valve 43 is on, the fourth solenoid valve 44 is on, and the second solenoid valve 42 is off.

Since the first solenoid valve 41 is on, hydraulic pressure is output to the oil passage 4100 marked with an X, and the second clutch 12
The spool is input to the upper oil chamber of the second accumulator relay valve 240, overcomes the force of a spring (not shown) disposed in the lower oil chamber, and moves the spool to the right position.

As a result, the oil passage 3420.34 communicating with the upper oil chamber of the accumulator relay first valve 230 of the second clutch 12
00 is connected to the drain boat, the accumulator relay first valve 230 of the second clutch 12 moves the spool to the left position by the force of a spring (not shown) disposed in the lower oil chamber.

Further, the oil pressure in the oil passage 4100 (7) is supplied to the 1-2 shift valve 110 in the lower part of FIG.
is input.

Since the second solenoid valve 42 is off, hydraulic pressure is supplied to the oil passage 2900 marked with an X, and the 3-4 shift valve 130
The spool moves to the right position by overcoming the force of a spring (not shown) disposed in the lower position.

Then, the line pressure is input to the 3-4 shift valve 130 via the oil passage 1110 marked with 0 and output to the oil passage 1120. Hydraulic pressure is supplied to the lower oil chamber of the 2-3 shift valve 120 via the oil passage 1120.

Since the third solenoid valve 43 is on, the oil passage 430
0, no hydraulic pressure is output, and the spool of the second accumulator relay valve 280 of the third clutch 13 is placed in the left position by the force of a spring (not shown) disposed in the lower oil chamber.

As a result, oil passages 3380, 3 connected to the upper oil chamber of the accumulator relay first valve 270 of the third clutch 13
350 is connected to the drain port, the spool is placed in the left position by the force of a spring (not shown) disposed in the lower oil chamber.

Since the fourth solenoid valve 44 is on, hydraulic pressure is output to the oil path 4400 marked with an position.

It is also input to the 3-4 shift valve 130 via an oil path 4410 marked with an X. The input oil pressure is in the oil path 4420
4- in the lower right of Fig. 5 via an oil path (not shown).
5 is input to the lowermost oil chamber of the shift valve 140. Therefore,
The spool of the 4-5 shift valve 140 at the lower right of FIG. 5 is fixed at the left position.

In other words, the spool is in the left position regardless of whether the third solenoid 43 that supplies hydraulic pressure to the upper oil chamber of the 4-5 shift valve 140 is on or off.

Since the linear solenoid valve 45 is off, the oil path 450
No oil pressure is supplied to the drain control valve 22 of the second clutch 12, which is connected via the oil path 4500° 451o.
0 is the second, which is connected via the oil passages 2530 and 2520;
Since line pressure is input to the lower oil chamber from the control valve 250 of the third clutch 12-13, the spool is in the left position. Further, the drain control valve 260 of the third clutch 13 connected via the oil passages 4550 and 4520 is connected to the oil passage 25
40.2520. A drain control valve 260 of the third clutch 13 for inputting pressure into the lower oil chamber by the control valve 250 of the third clutch 12.13.
The spool is in the left position.

Next, the flow of hydraulic pressure supplied to the hydraulic servo will be explained.

The D range oil pressure supplied through the oil passage 1000 marked with a Q is branched into two oil passages 1020 and 1030, and is divided into two oil passages 1020 and 1030.
3 input to shift valve 120. The input of oil passage 1020 is sent to 3-4 shift valve 130 via oil passage 1022, and is turned back to oil passage 1024. This oil pressure is applied to the oil passage 330
0.3500 to the large piston relay valve 300.

It is also output to the oil passage 1040 and input to the drain control valve 220 of the second clutch 12. The hydraulic pressure output to the oil passage 1100 is transmitted to the second clutch 12 via the oil passage 1120.
energizes the small servo 12S.

This oil pressure is sent to the accumulator relay first valve 230 of the second clutch 12 via an oil passage 1140, and this valve 2
30 is sent to the accumulator 52 of the second clutch 12 via the oil passage 1200, and is sent to the accumulator 52 of the second clutch 12 through the oil passage 1510
1500, which is not shown. The back pressure is controlled by the control valve 250 of the third clutch 12, 13,
Controlled to appropriate boost characteristics.

The hydraulic pressure input from the oil passage 1030 to the 2-3 shift valve 120 is output to the oil passage 1300 marked with a circle, and is sent to the drain control valve 260 of the third clutch 13. This oil pressure is output to the oil passage 132o and passes through the oil passage 1340 to the third
The small servo 13S of the clutch 13 is energized. This oil pressure is sent to the first accumulator relay valve 270 of the third clutch 13 via the oil passage 1360, and then
Accumulator 53 of the third clutch 13 via 80
A second oil pipe (not shown) is connected to the oil passages 1520 and 1500. Control valve 2 of third clutch 12゜13
50, the back pressure is controlled to an appropriate boosting characteristic.

1 of the second clutch due to the hydraulic flow explained above.
2 small servo 12S and small servo 13 of the third clutch 13
s is energized, and the second clutch 12 and the third clutch 1
3 is engaged and 4th speed is achieved.

The torque capacity to be borne by the second clutch 12 and the third clutch 13 when shifting to 4th gear is relatively small as shown in Table 2, so only a small servo is used to create a clutch with good responsiveness. Achieve the engagement operation.

When the gear ratio calculated from the input rotation speed and the output rotation speed obtained by the first rotation speed sensor 71 and the second rotation speed sensor 72 becomes the gear ratio of the 4th gear, the second clutch 12
It is assumed that the engagement of the third clutch 13 is completed, and the engagement of the second clutch 13 is completed.
Switch to the circuit configuration shown in the figure. This operation is accomplished by switching the fourth solenoid valve 44 from on to off.

When the fourth solenoid valve 44 is turned off, the oil passage 4400
No hydraulic pressure is output to the lower oil chamber, and the spool of the large piston relay valve 300 is placed in the left position by the force of a spring (not shown) disposed in the lower oil chamber. The oil pressure from the 3-4 shift valve 130 that was sent through the oil path 3500 marked with an O is transferred to the oil path 3500.
520 and energizes the large servo 13L of the third clutch 13 via the oil path 3530. At the same time, this oil pressure is transmitted to the large servo 1 of the second clutch 12 via the oil path 3540.
2L is energized. There is no pressure regulating means such as an accumulator in this circuit, and the supply of hydraulic pressure to the servo is completed in a short time.

This oil pressure is also sent to the oil chamber at the lowest end of the first accumulator relay valve 270 of the third clutch 13 via the oil passage 3560, and pushes the spool up to the left position.

Moreover, oil pressure is no longer supplied to the lowest oil chamber of the 4-5 shift valve 140.

The other circuits remain in the state shown in FIG.

FIG. 3 shows the circuit configuration at 5th speed.

At the fifth speed, the third solenoid valve 43 is turned off. When the third solenoid valve 43 is turned off, hydraulic pressure is output to the oil passage 4300 marked with an X.

This oil pressure is input to the upper oil chamber of the 4-5 shift valve 140 disposed at the lower right of the overall circuit diagram shown in FIG. 5, and is overcome by the force of the spring to move the spool to the right position. As a result, the oil passage for supplying hydraulic pressure to the servo of the first clutch 11 is cut off, the first clutch 11 is released, and the first clutch 11 is released.
Hydraulic pressure is supplied to the first servo 21A and the second servo 21B of the brake 21 to engage the first brake 21.

In FIG. 3, the oil pressure in the oil passage 43oO is sent to the 2-3 shift valve 120 via the oil passage 4310, and the oil chamber at the bottom of this valve is marked 0 from the 3-4 shift valve 130. Hydraulic pressure is supplied through oil passage 1120, and the spool maintains the left position. In other words, the spool is in the left position regardless of whether the third solenoid 43 is on or off. Further, as described above, the spool of the 4-5 shift valve 140 is in the left position regardless of whether the third solenoid 43 is on or off. Thereby, the second solenoid valve 43 can be used as a dedicated solenoid for the accumulator relay second valve 280 of the third clutch 13. In this embodiment, the 3->2 shift state is achieved by turning off the third solenoid 43 when the spool of the shift valve is in the 4th gear position.

Further, the oil pressure in the oil passage 1120 is input to the upper oil chamber of the 1-2 shift valve 110 at the bottom of FIG. 5 via an oil passage 11301 (not shown). As a result, 1-2 shift valve 1
10 spools are fixed in the right position. That is, 1-2
Regardless of whether the first solenoid valve 41, which supplies signal pressure to the oil chamber formed between the plunger disposed above the shift valve 110 and the spool disposed below the plunger, is on or off. First, the spool is in the right position.

This causes the first solenoid 41 to be connected to the second clutch 1.
It can be used as a dedicated solenoid for the second valve 240 of the second accumulator relay. In this example,
By turning off the first solenoid 41 when the spool of the shift valve is in the 4th gear position, a 2->3 gear shift state is achieved.

The hydraulic pressure input to the second accumulator relay valve 280 of the third clutch 13 via the oil passage 4320 is input to the upper oil chamber, overcomes the force of the spring, and moves the spool to the right position. As a result, the oil pressure from the 3-4 shift valve 130 that is input via the oil path 3440 marked with an O is output to the oil path 3350, and is transmitted to the accumulator relay first valve of the third clutch 13 via the oil path 3380. Input to the oil chamber at the top of 270. This oil pressure tries to push the spool to the right position, but the oil pressure from the 3-4 shift valve 130 is input to the oil chamber at the bottom of this valve via the oil passage 3560, and the spool is pushed to the left position. maintain.

Thereby, communication between the oil passage 136o communicating with the small servo 13S of the third clutch 13 and the oil passage 1380 communicating with the accumulator 53 of the third clutch 13 is maintained.

Since the states of other parts of the circuit are similar to those shown in FIG. 2, the small servo 12S and large servo 1 of the second clutch 12
2L, and the small servo 13S and large servo 13L of the third clutch 13 are maintained in the energized state.

As shown in Table 2, in 5th gear, the second clutch 1
The torque transmitted by the second and third clutches 13 becomes large.

Therefore, reliable engagement is achieved by energizing the small servo and large servo of both clutches to provide sufficient torque capacity.

FIG. 6 is a sectional view showing a specific structure of the second clutch 12 or third clutch 13 of the present invention.

The cylinder of the clutch, which is an engagement device generally designated by the reference numeral 6000, includes an inner cylinder 6100 and an outer cylinder 620'O. The inner cylinder 6100 has a first cylindrical part 6110 on the inner diameter side and a second cylindrical part 6 on the outer diameter side.
120 and are connected by a side wall 6130. The inner periphery of the first cylindrical portion 6110 is rotatably supported by the outer periphery of a sleeve 8I00 that is press-fitted into the outer periphery of the support member 8000. The first cylindrical portion 6110 has a sufficient axial dimension to obtain high rigidity, and is also provided with a radial bearing 8200 between it and a portion of the sleeve 8100.

An oil passage 6 is provided in the side wall 6130 of the inner cylinder 6100.
150 is also formed. The inner cylinder 6100 ensures precision in complex shapes as a cutting part.

An outer cylinder 6200 is coupled to the outer peripheral side of the inner cylinder 6100. The outer cylinder 6200 is a pressed part having a side wall 6220 and an outer cylinder part 6210, and the inner peripheral part of the side wall 6220 is connected to the inner cylinder 610.
0 to the outer periphery of the side wall 6130 to integrate the two.

This inner cylinder 6100 and outer cylinder 62
A piston, whose entirety is designated by the reference numeral 7000, is inserted into the inside of the piston.

The piston 70oO has a double piston structure in which an inner piston 7100 and an outer piston 7200 are integrated, and three oil seal rings 7510 are provided between the inner cylinder 6100 and the outer cylinder 6200.
, 7520.7530.

First oil seal ring 751 disposed on the innermost side
0 and a second oil seal ring 752 disposed between
A first oil chamber 6600 is formed between the inner cylinder 6100 and the inner piston 7100.

A second oil chamber 6700 is formed between the second oil seal ring 7520 and the third oil seal ring 7530 disposed on the outside, and the outer cylinder 6200 and the outer piston 7200.

A disk 7700 is attached to the outer periphery of the first cylindrical portion 6110 of the inner cylinder 6100, and the outer periphery is connected to the inner piston 7100 via an oil seal ring 7740.
and a cylindrical portion 7150 defining an outer piston 7200.
Slides into contact with the inner circumferential side of the

A centrifugal hydraulic canceling chamber 7700 is formed between the disk 7700 and the inner piston 7100, and a return spring 7720 is disposed therein.

A frictional engagement element 8 is provided inside the cylindrical portion 6210 of the outer cylinder 6200, facing the outer piston 7200.
500 is arranged to achieve torque transmission with other members 8600.

The sleeve 8100 that supports the inner peripheral side of the inner cylinder 6100 has a first oil passage 8110 and a second oil passage 8120.
and communicates with the first oil chamber 6600. Second oil passage 8
120 communicates with a second oil chamber 6700 formed in the outer cylinder 6200 via an oil passage 6150 in the side wall 6130 of the inner cylinder 6100.

The first oil chamber 6600 faces the centrifugal hydraulic pressure cancellation chamber 7800 with the inner piston 7100 in between. The outer diameter dimension of this centrifugal hydraulic pressure cancellation chamber 7800 is equal to the outer diameter dimension of the first oil chamber 6600. Inner piston 71o
When hydraulic pressure is supplied to the first oil chamber 6600 via the first oil passage 8110, O moves while compressing the return spring 7720, thereby urging the frictional engagement element 8500 in the engagement direction. The oil pressure in the first oil chamber 6600 is transferred to the first oil passage 81.
10 to disengage the frictional engagement element 8500 and the entire drum 6000 is in a rotating state, centrifugal force acts on the hydraulic oil in the first oil chamber 6600. It becomes difficult to return to the first oil path 811o. This hydraulic oil generates an apparent hydraulic pressure, which delays the return operation of the inner piston 7100. Therefore,
Inner cylinder 61 in centrifugal hydraulic cancel chamber 7800
Hydraulic oil in the transmission case is introduced into the first oil chamber 66 through an oil passage 6160 provided in the first cylindrical portion 6110 of 00.
The centrifugal hydraulic pressure acting on the 00 is canceled and a smooth return is ensured by the return spring 7720.

This configuration prevents so-called grinding of the friction engagement element and achieves rapid operation.

As described above, since the cylinder and piston are configured to be double in the radial direction to form two oil chambers, the axial dimension can be shortened. Since the cylinder is composed of two parts, the inner cylinder and the outer cylinder, an optimal processing method can be adopted, and the cylinder can be formed into the most rational structure.

When applying this engagement device to the second clutch 12, the first oil chamber 6600 is used as the small servo 12s,
The second oil chamber 6700 is used as the large servo 12L.

Similarly, when using the third clutch 13,
The first oil chamber 6600 is a small servo 13S, and the second oil chamber is a large servo 13L.

As mentioned above, the first oil chamber 6 used as a small servo
600 has a function of performing a gear change operation in a state where the torque capacity is relatively small, so the capacity of the oil chamber is made small to achieve fine control. A centrifugal hydraulic cancellation chamber ensures this fine-grained control.

The second oil chamber 6700, which is used as a large servo, provides a large torque capacity to the clutch, and is arranged on the outer circumferential side of the first oil chamber, forming a large-capacity oil chamber with a rational configuration. can do.

By arranging the two oil chambers 6600 and 6700 in the axial direction, the axial dimension can be shortened, but on the other hand, the oil passages 8110 and 8120 that supply servo oil pressure to the two oil chambers must also be arranged close to each other. .

In the engagement device of the present invention, the sleeve 8100 press-fitted into the outer circumference of the support member 8000 supports the inner cylinder 6100 with sufficient axial length, so that the outer circumference of the sleeve 8100 and Inner cylinder 6100
The gap between the inner periphery of the Therefore,
Although the two oil passages 8110 and 8120 are disposed close to each other in the axial direction, reliable sealing can be achieved by fitting a seal member between them.

[Brief explanation of the drawing]

Figure 1 is a circuit diagram showing the circuit configuration of the present invention and the flow of hydraulic pressure when shifting to 4th gear. Figure 2 is a circuit diagram showing the state after shifting to 4th gear is completed. Figure 3 is a circuit diagram showing the state after shifting to 4th gear. FIG. 4 is an explanatory diagram showing the skeleton of an automatic transmission embodying the present invention; FIG. 5 is a circuit diagram showing the entire hydraulic control system of the present invention. FIG. 6 is a sectional view of the clutch. 11...First clutch (first clutch accumulator) 12...Second clutch 12S...Second clutch small servo 12L.
...Second clutch large servo 13...
Third clutch 13S...Third clutch small servo 13L...
...Third clutch large servo 4...Fourth
Clutch (servo of fourth clutch) 1...First brake 21A...First servo 21 of the first brake
B... Second servo 21R of the first brake.
...First brake return servo...
-First one-way clutch 2...Second one-way latch...First solenoid valve 2...Second solenoid valve 3... Third solenoid valve 4...Fourth solenoid valve 5...Linear solenoid valve (for lock-up control) 6...Linear solenoid valve (for first brake control) 00...Manual valve 10...1-2 Shift valve 2o...2-3 Shift valve 130...3-4 Shift valve 140... ... 4-5 shift valve 160 ... Reverse control valve 210 ... Orifice control valve 220 of first clutch 11 ... Drain control valve 230 of second clutch 12 ...Accumulator relay first valve 240 of second clutch 12...Accumulator relay second valve 250 of second clutch 12...Second. Control valve 260 of third clutch 12.13...Drain control valve 270 of third clutch 13...Accumulator relay first valve 280 of third clutch 13... -Accumulator relay second valve 290 of third clutch 13...Modulator valve 300 of fourth clutch 14...Large piston relay valve 310...
...Control first valve 320 of the first brake 21...
...Control second valve 330 for the first brake 21...
・Release relay valve 340 of the first brake 21...Relay valve 35 of the first brake 21
0...Modulator valve 4 of second brake 22
00... Solenoid relay valve 410...
・Primary regulator valve 420...Secondary regulator valve 430...Lock-up relay valve 440...Accumulator control valve 450
...Lockup control valve 470 ...Cutback valve 480 ... Solenoid modulator valve 6000
......Cylinder 6100...Inner cylinder 6200
......Outer cylinder 6600...
......First oil chamber 6700......Second
Oil chamber 7000...Piston

Claims (1)

[Scope of Claims] A transmission having a plurality of planetary gear sets, an engagement device that achieves engagement and disengagement of the planetary gear sets, and a hydraulic pressure capable of supplying and discharging hydraulic pressure to and from the engagement device. A hydraulic control device for an automatic transmission comprising a servo and means for controlling hydraulic pressure supplied to the hydraulic servo, comprising: a hydraulic source; and a hydraulic source connected to the hydraulic source and selectively supplying hydraulic pressure to the hydraulic servo of the engagement device. A hydraulic servo that is selectively controlled to communicate with a hydraulic power source by the shift control means; A hydraulic servo that is disposed between the hydraulic servo and the hydraulic power source and that controls communication after the shift is completed. the engagement device includes: a first cylinder; a first piston disposed to be slidable in the axial direction within the first cylinder; the first cylinder and the a first oil chamber formed by a first piston; a second cylinder; a second piston slidably disposed in the second cylinder in the axial direction; and the second cylinder. and a second oil chamber formed by the second piston; a first oil passage that connects the first oil chamber and the shift control means; and the second oil chamber and the switching means. a second oil passage communicating with the means, and one of the first piston and the second piston is connected to an element of the planetary gear set by the first piston and the second piston. The first oil chamber is slidably disposed to energize the first oil chamber, and after hydraulic pressure from a hydraulic source is communicated with the first oil chamber via the shift control means and the shift is completed, the second oil chamber is energized. A hydraulic control device for an automatic transmission, characterized in that the hydraulic control device is connected to a hydraulic power source via the switching means to increase the engagement pressure to the engagement element.