JPH05215226A - Automatic transmission control device - Google Patents

Abstract

PURPOSE:To miniaturize a control valve unit by shortening the stroke of a manual valve in a hydraulic circuit, which is interlocked to a select lever, in an automatic transmission in which at least whether an advance range for normal travel or an advance range for engine brake can be selected through the select lever. CONSTITUTION:A manual plate 152 integrally making turning motion with a select lever 150 and a manual valve 43 in a hydraulic circuit 40 are connected to each other through a rod 153, and dimension of parts and positional relationship among the parts in this case, are set so as to shorten the stroke of the manual valve 43 against the turning motion of the manual plate 152 which is turning from the D range position to the 3, 2, 1 range positions by every regular angle.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic transmission mounted on an automobile, in particular, a forward range for normal traveling and a forward range for engine braking as a forward range of a plurality of ranges selected by a select lever. Relates to a control device for an automatic transmission in which is set.

[0002]

2. Description of the Related Art A torque converter and a speed change gear mechanism are connected to each other, and a power transmission path of the speed change gear mechanism is switched by selectively engaging a plurality of friction elements to automatically change a gear speed according to a driving state of the vehicle. In an automatic transmission that is configured to be switched dynamically, a hydraulic circuit that selectively supplies a fastening pressure to each friction element is provided, and a plurality of valves provided in the hydraulic circuit operate according to operating conditions. By switching the engagement pressure supply passage to the friction element, the shift speed according to the operating state is achieved.

Further, in the automatic transmission of this type, in addition to the normal forward traveling range (D range) in which the gear stage is automatically switched according to the operating state as described above, the reverse range (R range) is also used. Range), neutral range (N range), parking range (P range), and forward range for engine braking (1 range or 2 range, or L range or S range) are set, and these ranges are selected. It is designed to be selected by the lever.

Then, in order to achieve a shift speed corresponding to the range selected by the select lever, as disclosed in, for example, Japanese Patent Laid-Open No. 62-233551, the hydraulic circuit is linked to the select lever. It is equipped with a manually operated valve.

[0005]

By the way, as described above, since the manual valve operates in conjunction with the select lever, the valve has different positions in the hydraulic circuit by the number of ranges selected by the select lever. Will be taken. In that case, in recent years, since the number of ranges selected by the select lever tends to increase, the number of positions of the manual valve in the hydraulic circuit also increases, and the stroke of the valve tends to increase accordingly. is there. Therefore, it becomes difficult to lay out the valves and passages in the control valve unit that constitutes the hydraulic circuit, or there arises a problem that the unit is upsized.

Therefore, an object of the present invention is to shorten the stroke of the manual valve in the hydraulic circuit as much as possible with respect to the number of ranges selected by the select lever.

[0007]

In order to solve the above problems, the present invention is characterized by using the following means.

That is, in the control device for an automatic transmission according to the present invention, at least a forward range for normal traveling and a forward range for engine braking are set as the plurality of ranges selected by the select lever, and the hydraulic pressure is set to a hydraulic range. In an automatic transmission equipped with a manual valve for switching the engagement pressure supply passage to the friction element according to the range selected by operating the circuit in conjunction with the select lever, the hydraulic circuit includes A common source pressure passage for supplying the source pressure of the engaging pressure required for the range and the source pressure of the engaging pressure required for the engine braking range, and a source for supplying the engaging pressure from the source pressure passage to the friction element. And a passage switching means for switching the communication state of the above two ranges between the above ranges, and the normal running range of the select lever and the engine braking range. Between the operation of the manual valve is provided with an operation limiting means for limiting the operation of the manual valve, and at the position of the manual valve where the operation is limited, the source pressure passage communicates with the operating pressure source. Characterize.

[0009]

According to the above construction, the manual valve in the hydraulic circuit moves according to the selection of the range by the select lever. However, when the forward range for normal traveling is selected and when the forward range for engine braking is selected. When is selected, the operation of the manual valve interlocking with the select lever is limited, so that the position of the valve does not change or the stroke is suppressed to be short.

At this position, the source pressure passage is communicated with the working pressure source, and the communication state of the engagement pressure supply passage from the source pressure passage to the friction element depends on the range selected by the passage switching means. As a result, the engagement pressure is supplied to a predetermined friction element, and the required shift speed is achieved in that range.

[0011]

EXAMPLES Examples of the present invention will be described below.

As shown in FIG. 1, an automatic transmission 1 according to this embodiment has a torque converter 10 as a component of a power train, and a main transmission 20 arranged on the same axis as the torque converter 10. And an auxiliary transmission 30 arranged on an axis parallel to these axes.

The torque converter 10 includes a pump 12 integrated with a case 11 connected to the engine output shaft 2,
A turbine 13 disposed opposite to the pump 12 and driven by the pump 12 via hydraulic oil, and disposed between the pump 12 and the turbine 13 and to a transmission case 3 via a one-way clutch 14. A stator 15 that is supported and performs a torque increasing action, an output shaft (turbine shaft) 16 connected to the turbine 13, and a lockup clutch 17 that directly connects the output shaft 16 to the engine output shaft 2 via the case 11. It consists of and.

An oil pump 4 driven by the engine output shaft 2 via the case 11 is disposed between the torque converter 10 and the main transmission 20.

Further, the main transmission 20 has a front planetary gear mechanism 21 arranged on the torque converter output shaft 16 on the torque converter side and a rear planetary gear mechanism 22 arranged on the counter torque converter side. Have.

Then, the torque converter output shaft 16
However, the front planetary gear mechanism 2 is connected via the direct coupling clutch 23.
1 and the sun gear 22a of the rear planetary gear mechanism 22 via the forward clutch 24, and the ring gear 21b of the front planetary gear mechanism 21 and the rear planetary gear mechanism 22 are connected to each other.
Is connected to the sun gear 22a. Further, a first one-way clutch 25 and an intermediate brake 26 are arranged in series between the sun gear 21a of the front planetary gear mechanism 21 and the transmission case 3, and in parallel with these, a coast for engine braking. A brake 27 is arranged and the ring gear 2 of the rear planetary gear mechanism 22 is arranged.
A second one-way clutch 28 and a low reverse brake 29 are arranged in parallel between the 2b and the transmission case 3.

Then, the pinion carriers 21c, 22c of the front planetary gear mechanism 21 and the rear planetary gear mechanism 22.
Are coupled to the intermediate gear 5 for transmitting power from the main transmission 20 to the sub transmission 30.

With such a structure, the main transmission 20
According to the above, it is possible to obtain three forward and one reverse gears.

That is, first, when only the forward clutch 24 is engaged, the power from the torque converter output shaft 16 is input to the sun gear 22a of the rear planetary gear mechanism 22, and the ring gear 22b engages the second one-way clutch 28. Since it is fixed to the case 3 via the pinion carrier 22c of the planetary gear mechanism 22, the rotation of the torque converter output shaft 16 is decelerated and output at a large reduction ratio to the intermediate gear 5, and the first speed of the main transmission 20 is transmitted. Is obtained.

From the state of the first speed, the intermediate brake 2
When 6 is engaged, the sun gear 21a of the front planetary gear mechanism 21 is fixed via the first one-way clutch 25, so that the torque converter output shaft 16 passes through the forward clutch 24 and the sun gear 22a of the rear planetary gear mechanism 22. The power input to the ring gear 21b of the front planetary gear mechanism 21 is the above-mentioned 1
The speed is reduced at a speed reduction ratio smaller than the speed reduction ratio and is output from the pinion carrier 21c to the intermediate gear 5, whereby the second speed of the main transmission 20 is obtained.

Further, when the direct coupling clutch 23 is engaged in the above second speed state, the power from the torque converter output shaft 16 causes the forward clutch 24 and the rear planetary gear mechanism 2 to operate.
The front planetary gear mechanism 21 via the second sun gear 22a.
At the same time as being input to the ring gear 21b, the input is also input to the sun gear 21a of the front planetary gear mechanism 21 via the direct coupling clutch 23. Therefore, the entire front planetary gear mechanism 21 rotates integrally, and the same rotation as the rotation of the torque converter output shaft 16 is output from the pinion carrier 21c to the intermediate gear 5 to obtain the third speed of the main transmission 20. Be done.

When the forward clutch 24 is released and the direct coupling clutch 23 and the low reverse brake 29 are engaged, the power from the torque converter output shaft 16 is input to the sun gear 21a of the front planetary gear mechanism 21. On the other hand, by fixing the ring gear 22b of the rear planetary gear mechanism 22, the planetary gear mechanism 2
The rotation of the torque converter output shaft 16 is reversed and output from the 1 and 22 pinion carriers 21c and 22c to the intermediate gear 5, and a reverse speed is obtained.

During deceleration in the 1st and 2nd speeds, the second and first one-way clutches 28 and 25 idle and the engine brake does not operate. In the first speed, the low reverse brake 29 in parallel with the second one-way clutch 28 is engaged.
Coast brake 27 in parallel with one-way clutch 25
By engaging with, the first speed and the second speed at which the engine brake operates can be obtained.

On the other hand, the sub transmission 30 is the planetary gear mechanism 3
An intermediate gear 6 having a gear No. 1 and always meshed with the intermediate gear 5 of the main transmission 20 is connected to the ring gear 31a of the planetary gear mechanism 31, and the planetary gear mechanism 31
A direct coupling clutch 32 is arranged between the ring gear 31a and the sun gear 31b, and a third one-way clutch 33 and a reduction brake 34 are arranged in parallel between the sun gear 31b and the transmission case 3. There is. The output gear 7 is connected to the pinion carrier 31c of the planetary gear mechanism 31, and power is transmitted from the gear 7 to the left and right drive wheels (not shown) via a differential device.

The sub-transmission 30 can change the power input from the main transmission 20 via the intermediate gears 5 and 6 in two forward stages and output the power to the output gear 7.

That is, when the direct coupling clutch 32 is released and the deceleration brake 34 is engaged, the planetary gear mechanism 31 is
By fixing the sun gear 31b, the power from the intermediate gear 6 input to the ring gear 31a of the planetary gear mechanism 31 is decelerated and output from the pinion carrier 31c to the output gear 7, and the direct coupling clutch 32 is When the gear is fastened and the deceleration brake 34 is released, the ring gear 31a and the sun gear 31b of the planetary gear mechanism 31 are coupled to each other, so that the power from the intermediate gear 6 is directly output to the output gear 7. Become.

In this way, the main transmission 20 can obtain three forward gears and one reverse gear, and the auxiliary transmission 3
By setting 0, two forward gears can be obtained with respect to the output of the main transmission 20, so that the automatic transmission as a whole can obtain six forward gears and two reverse gears. In the embodiment, of these shift speeds, 5 forward speeds and 1 reverse speed
It is designed to adopt a gear shift stage.

Here, the operating states of the clutches and brakes at each of the five forward speeds and one reverse speed are summarized in Table 1. It should be noted that in Table 1, (◯) indicates that the engagement is performed only at the gear stage for engine braking.

[0029]

[Table 1] Next, a hydraulic circuit that forms a shift speed according to an operating state or a driver's request by selectively engaging each clutch and brake according to Table 1 will be described.

As shown in FIG. 2, in the hydraulic circuit 40, first, a regulator valve 4 for adjusting the pressure of the hydraulic oil discharged from the oil pump 4 to a predetermined line pressure.
1, a line pressure adjusted by the regulator valve 41 is operated by a main line 42 by a driver, and a first to third reducing valves for generating various control source pressures. 44,
45, 46 and so on.

These reducing valves 44 to 46
Among these, the control source pressure reduced by the first reducing valve 44 is supplied to the modulator valve 48 via the line 47, and the modulator valve 4 is also provided.
The control pressure adjusted by the duty solenoid valve 49 is supplied to the eight control ports 48a. Therefore, in the modulator valve 48, a modulator pressure is generated according to the duty ratio of the duty solenoid valve 49 (ratio of ON time during one ON / OFF cycle), and
By supplying the modulator pressure to the first pressure increasing port 41a of the regulator valve 41 via the line 50, the line pressure is increased according to the duty ratio. In this case, the duty ratio is set according to, for example, the throttle opening degree of the engine, so that the line pressure is adjusted to a value according to the throttle opening degree. An accumulator 51 for suppressing the pulsation of hydraulic pressure due to the periodic ON / OFF operation of the duty solenoid valve 49 is installed in the line 50 that supplies the modulator pressure to the first pressure increasing port 41a of the regulator valve 41. Has been done.

The manual valve 43 has D,
3, 2, 1 forward range, R (reverse) range, N
It is possible to set the (neutral) range and the P (parking) range. In the forward range, the main line 42 is connected to the forward line 52, and in the R range, it is connected to the backward line 53. And advance line 5
2 is guided to the forward clutch 24 through the orifice 54 whose throttle amount is different between when the hydraulic oil is supplied and when the hydraulic oil is discharged. Therefore, in each forward range of D, 3, 2, 1
The forward clutch 24 is always engaged.

The forward line 52 is provided with a first accumulator 55 for reducing a shock when supplying the fastening pressure to the forward clutch 24. The accumulator 55 is connected to the line 5 from the main line 42.
Back pressure is supplied via 6. Also,
A line 57 leading to the second pressure boosting port 41b of the regulator valve 41 is branched from the retreat line 53, and R
The adjustment value of the line pressure is set to be high in the range.

On the other hand, from the main line 42, the forward line 52, and the reverse line 53, the first, second, and third shift valves 61, 62, 6 for shifting the main transmission 20 are provided.
3, and line pressures are supplied to the fourth and fifth shift valves 64 and 65 for shifting in the auxiliary transmission 30.

Each of these shift valves 61 to 65 is provided with control ports 61a to 65a at one end thereof, and the control source pressure line 66 led from the second reducing valve 45 is the first for the main transmission. 1st-3rd shift valve 61
The control source pressure line 67 led from the third reducing valve 46 is connected to each of the control ports 61a to 63a of the first to sixth control ports 63a to 63a, and the fourth and fifth shift valves 64 and 65 for the auxiliary transmission.
Of the control ports 64a and 65a.

Then, the control source pressure lines 66, 67 are provided.
The first to fifth ON-OFF solenoid valves 71 to 75 are installed corresponding to the first to fifth shift valves 61 to 65. These ON-OFF solenoid valves 71 to 75, when ON, are the shift valves 61 to 65.
The control ports 61a to 65a are drained. Therefore, the spools of the shift valves 61 to 65 have corresponding ON-OFF solenoid valves 71.
When ~ 75 is ON, it is located on the left side in the drawing, and when it is OFF, it is located on the right side.

The relationship between the states of the first to fifth ON-OFF solenoid valves 71 to 75 and the shift speeds is summarized in Table 2 below. In addition, in this Table 2,
(1) and (2) show the first speed and the second speed for engine braking. In addition, OFF ^* is turned OFF once it is turned ON.
To switch to.

[0038]

[Table 2] Then, depending on the combination of ON and OFF of the respective ON-OFF solenoid valves 71 to 75 as shown in Table 2,
By determining the spool positions of the shift valves 61 to 65, the main line 42 or the forward line 5 is moved.
2 or a line from the reverse line 53 to the respective clutches and brakes is selectively communicated with each other, whereby the respective clutches and brakes are fastened as shown in Table 1 above to obtain the first to fifth speeds and the reverse speed. It will be.

In that case, for the direct coupling clutch 23, the coast brake 27, the low reverse brake 29 and the intermediate brake 26 in the main transmission 20, the control valve 76 for reducing the line pressure to adjust to a predetermined engagement pressure, 77, 78, 79 are provided respectively. Of these valves, the control valves 77, 78, 79 for coast brake, low reverse brake, and intermediate brake are controlled by the first linear solenoid valve 81 at the control ports 77a, 78a, 79a. The pressure is supplied through the line 82, and the control port 76a of the direct coupling clutch control valve 76 receives the engagement pressure itself supplied to the direct coupling clutch 23 as the control pressure through the line 83. It is being supplied.

The first linear solenoid valve 8 described above
1 is a line 4 from the first reducing valve 44.
7 and the control source pressure supplied through the line 84 according to a control signal from the controller (see FIG. 3),
The control pressure is generated according to the gear position and the driving state at that time. Further, the ports 76b, 7 provided at one end of the direct coupling clutch control valve 76 and the low reverse brake control valve 78.
8b is a line 8 branched from the retreat line 53.
The pressure regulating operation prohibiting lines 86 and 87 are connected to each other via 5 and in the R range, these ports 76b and 78b are connected.
When the line pressure is supplied to the spool and the spool is fixed to the left position in the drawing, the pressure regulating (pressure reducing) operation of the control valves 76 and 78 for the direct coupling clutch and the low reverse brake is blocked. ing. further,
When the fastening pressure is supplied to the coast brake 27, the fastening pressure is supplied to the port 79b at one end of the intermediate brake control valve 79 via the line 88,
The pressure adjusting operation of the control valve 79 is restricted.

Further, the first linear solenoid valve 8 described above
The control pressure generated by 1 is also supplied to the control port 89a of the accumulator modulator valve 89. The modulator valve 89 adjusts the line pressure supplied from the main line 42 through the line 90 in accordance with the control pressure from the first linear solenoid valve 81, so that the second and third accumulators 91,
Back pressure for 92 is generated by lines 93, 94 for back pressure ports 91 of these accumulators 91, 92.
a, 92a.

Further, for controlling the auxiliary transmission 30,
A second linear solenoid valve 95 for adjusting the engagement pressure supplied to the direct coupling clutch 32 and the deceleration brake 34 is provided. This second linear solenoid valve 95
A line pressure is supplied from the main line 42 as a control source pressure via a line 96, and is adjusted according to a control signal from the controller to generate a fastening pressure to be supplied to the direct coupling clutch 32 or the deceleration brake 34. ..

Here, the supply state of the engagement pressure to each clutch and brake at each shift stage by the hydraulic circuit 40 will be specifically described.

First, at the first speed in which the engine brake employed in the D range or the like does not operate, the first to third ON-OFF solenoid valves 71 to 73 on the main transmission 20 side are turned off.
In the N, OFF, and OFF states, the spools of the first to third shift valves 61 to 63 are located on the left side, the right side, and the right side, respectively. In this state, the line 101 branched from the forward line 52 communicates with the line 102 via the first shift valve 61, and further the second shift valve 62.
It is connected to the line 103 via
Is shut off by the third shift valve 63. Similarly, the other line 104 branched from the forward line 52 is blocked by the second shift valve 62, and the line 105 branched from the main line 42 is blocked by the first shift valve 61. Therefore, in this case, as described above, only the forward clutch 24 that is always engaged in the forward range is engaged, and the first speed in which the engine brake in the main transmission 20 does not operate is obtained.

In the sub transmission 30, the fourth,
5th ON-OFF solenoid valves 74 and 75 are both O
In the FF state, the fourth and fifth shift valves 64, 6
Since the spools of No. 5 are both located on the right side, the line 106 branched from the main line 42 communicates with the line 107 via the fourth shift valve 64, and the fifth line
A line pressure is supplied to the brake 34 by communicating with a line 108 communicating with the deceleration brake 34 via a shift valve 65. Therefore, the deceleration brake 34 is engaged, and the gear stage of the auxiliary transmission 30 becomes the deceleration stage. As a result,
The gear stage of the automatic transmission as a whole is the first speed where the engine brake does not operate.

Further, in the first speed for engine braking which is adopted in the first range, the second range, etc., the third solenoid valve 73 is in the O position as compared with the first speed in which the engine brake is not operated.
N, and accordingly, the spool of the third shift valve 63 is located on the left side.

Therefore, in this case, the forward line 52 is the branch line 101, the first shift valve 6
1, line 102, second shift valve 62, line 10
The line pressure is supplied to the control valve 78 by communicating with the line 109 leading to the low reverse brake control valve 78 via the third and third shift valves 63. And this control valve 78
The line pressure supplied to is adjusted to the engagement pressure according to the control pressure supplied from the first linear solenoid valve 81, and this engagement pressure is supplied to the low reverse brake 29. As a result, the low reverse brake 29 is engaged in addition to the forward clutch 24, and the main transmission 2
At 0, the first speed for engine braking is obtained. Since the shift stage of the auxiliary transmission 30 is set to the deceleration stage as in the case of the above-described first speed in which the engine brake is not operated, the first speed at which the engine brake is activated is obtained as the entire automatic transmission. ..

Next, in the second speed for engine brake non-operation adopted in the D range and the like and in the second speed for engine brake adopted in the first range and second range etc., Only the shift stage of the auxiliary transmission 30 changes with respect to the first speed state for engine braking. That is, the fifth ON-OFF solenoid valve 75 in the auxiliary transmission 30 is turned ON, and the spool of the fifth shift valve 65 is accordingly positioned on the left side. Therefore, the line 107 led from the fourth shift valve 64 to the fifth shift valve 65 is connected to the line 110 leading to the direct coupling clutch 32, and the direct coupling clutch 32 is engaged, so that the auxiliary transmission 30. The gear stage of is a direct connection stage.
As a result, as a whole of the automatic transmission, the engine brake does not operate at the second speed or the engine brake operates at the second speed.
You will get speed.

When switching from the deceleration stage to the direct coupling stage in the auxiliary transmission 30, the fourth ON-OFF solenoid valve 74 is once turned ON and then turned OFF.
Therefore, the spool of the fourth shift valve 64 is temporarily located on the left side and shuts off the lines 106 and 107. During this time, the second linear solenoid valve 95
Adjusts the engagement pressure, and supplies this to the direct coupling clutch 32 via the line 97 and the fifth shift valve 65.

Further, in the third speed, in the main transmission 20, the first to third ON-OFF solenoid valves 71 to 7 are provided.
3 is OFF, ON, ON, and the spools of the first to third shift valves 61 to 63 are connected to the right side, the left side,
It will be located on the left side. In this case, first, one branch line 101 from the forward line 52 communicates with the line 111 via the first shift valve 61, and further the line 112 leading to the coast brake control valve 77 via the third shift valve 63. Communicate with. Therefore, the line pressure is supplied to the control valve 77, which is adjusted to the engagement pressure according to the control pressure from the first linear solenoid valve 81, and then supplied to the coast brake 27 to engage the brake 27.

The other branch line 104 from the forward line 52 communicates with the line 113 communicating with the intermediate brake control valve 79 via the second shift valve 62, and supplies the control valve 79 with a line pressure. In this case, the control pressure from the first linear solenoid valve 81 is supplied to the control valve 79, and the engagement pressure supplied to the coast brake 27 is supplied as the control pressure via the line 88. As a result, the engagement pressure adjusted according to these control pressures is supplied to the intermediate brake 26. As a result, in the main transmission 20, the intermediate brake 26 is engaged in addition to the forward clutch 24, and the coast brake 27 is also used.
The second speed at which the engine brake is activated is also achieved by engaging.

On the other hand, in the auxiliary transmission 30, both the fourth and fifth ON-OFF solenoid valves 74 and 75 are OF.
In the state of F, the gear stage is set to the deceleration stage as in the case of the above-described first gear. Therefore, as a whole of the automatic transmission, the third speed that has the predetermined reduction ratio and the engine brake is activated can be obtained.

In the fourth speed, in the main transmission 20, the first to third ON-OFF solenoid valves 71 to 7 are used.
3 is OFF, ON, and OFF, and the spools of the first to third shift valves 61 to 63 are located on the right side, the left side, and the right side. Therefore, the line 105 branched from the main line 42 passes through the line 114 through the first shift valve 61.
And the line 115 communicating with the direct coupling clutch control valve 76 via the third shift valve 63, and thus the line pressure is supplied to the control valve 76. Then, the engagement pressure adjusted by the control valve 76 is supplied to the direct coupling clutch 23 by the line 116 to engage the clutch 23. As a result, the main transmission 20
The forward clutch 24 and the direct coupling clutch 23 are engaged to attain the third speed. Here, when the direct coupling clutch 23 is engaged, the engagement pressure is gradually supplied by the action of the second accumulator 91.

On the other hand, the auxiliary transmission 30 includes the fourth and fifth ON-OFF solenoid valves 7 as in the case of the above-described third speed.
Since both gears 4 and 75 are in the OFF state and the gear stage is set to the deceleration stage, as a result, the automatic transmission as a whole can obtain the fourth speed.

Then, from the state of the fourth speed, the auxiliary transmission 30
5th ON-OFF solenoid valve 75 in ON
When the spool of the fifth shift valve 65 is positioned on the left side, the direct coupling clutch 32 of the sub transmission 30 is engaged, and the shift speed becomes a direct shift speed. As a result, the shift speed of the automatic transmission as a whole is increased. 5th speed. Even in this case, when the auxiliary transmission 30 is switched to the direct connection stage,
When the ON-OFF solenoid valve 74 is once turned ON, the engagement pressure adjusted by the second linear solenoid valve 95 is temporarily supplied to the direct coupling clutch 32.

Further, at the reverse speed when the manual valve 43 is operated in the R range, the reverse line 53 is communicated with the main line 42 through the manual valve 43, and the first to third ON-OFF solenoid valves are connected. 71 to 73 are in the OFF, OFF, and OFF states, and the spools of the first to third shift valves 61 to 63 are all located on the right side.

Therefore, first, the line 105 branched from the main line 42 communicates with the line 114 via the first shift valve 61 as in the case of the above-described fourth speed and fifth speed, and further, the third line. The shift valve 63 communicates with the line 115 communicating with the direct-coupling clutch control valve 76, so that the line pressure is supplied to the control valve 76. in this case,
A line pressure is supplied to the port 76b at one end of the control valve 76 from the retreat line 53 through the lines 85 and 86, and the spool of the control valve 76 is fixed to the left side in the drawing, whereby the line 1
The line pressure supplied from 15 is not reduced,
It is directly supplied to the direct coupling clutch 24 through the line 116, and the direct coupling clutch 24 is fastened at a high fastening pressure.

Further, the retreat line 53 has an orifice 117 in which the throttle amount is different in the supply direction and the discharge direction of the hydraulic oil.
The line 118, the third shift valve 63, and the above-described line 109 are connected to the low reverse brake control valve 78, and the line is connected to the control valve 78 in the same manner as in the above-described first speed for engine braking. Supply pressure. In this case, control valve 7
The line pressure is introduced into the port 78b at one end of 8 by the lines 85 and 87 branched from the retreat line 53, so that the spool of the control valve 78 is fixed to the left side in the drawing. Therefore, the line pressure supplied by the line 109 is directly supplied to the low reverse brake 29 without being adjusted by the control valve 78, and the low reverse brake 29 is engaged at a high engagement pressure.

As a result, in the main transmission 20, the direct coupling clutch 24 and the low reverse brake 29 are engaged and a reverse speed is obtained. In this case, in the auxiliary transmission 30, the fourth and fifth ON-OFF solenoid valves 74,
Both 75 are in the OFF state and are in the state set to the deceleration stage.

The low reverse bus brake 29 is used.
When the fastening pressure is supplied to the third accumulator 92, the working oil is introduced from the line 118 to the third accumulator 92 via the line 119, so that the fastening pressure gradually rises.

In addition to the above configuration, the hydraulic circuit 40 includes the lockup clutch 1 in the torque converter 10.
Lockup first and second shift valves 121 and 122 for controlling the valve 7, and a lockup control valve 123 are provided.

The converter line 124 is led from the main line 42 to the first shift valve 121 and the control valve 123, and the second reducing valve is connected to the control port 121a at one end of the first shift valve 121. A control line 66 from valve 45 is connected via line 125. And this line 1
An ON-OFF solenoid valve 126 for lock-up control is installed at 25, and when the valve 126 is OFF, the control port 121 of the first shift valve 121 is
When the control pressure is introduced into a, the spool of the valve 121 is positioned on the left side. At this time, the converter line 124 is connected to the torque converter 1
Release line 1 leading to lock-up release chamber 17a in 0
27 to the lockup clutch 17
Is released.

On the other hand, the ON-OFF solenoid valve 126 is turned ON, and the control pressure is drained from the control port 121a of the first shift valve 121.
When the spool of the valve 121 is located on the right side, the converter line 124 communicates with a fastening line 128 leading to the lockup fastening chamber 17b in the torque converter 10, whereby the lockup clutch 17 is fastened. At this time, the release line 127 communicates with the lockup control valve 123 via the first shift valve 121 and the line 129, and the operating pressure adjusted by the control valve 123 serves as the lockup release pressure. Is supplied to the release chamber 17b.

That is, the control line 123 from the first reducing valve 44 is connected to the control port 123a at one end of the control valve 123, and the duty solenoid valve 131 is installed in this control line 130. The control pressure supplied to the control port 123a is controlled by the duty solenoid valve 13
The release pressure is adjusted by adjusting the duty ratio of the control signal given to No. 1.

Further, the duty solenoid valve 1
The control pressure generated by 31 is also supplied to the control port 122a of the second shift valve 122 via the line 132. Then, when the control pressure is less than or equal to a predetermined value,
Since the spool of the second shift valve 122 is located on the right side, the line 133 led from the main line 42 through the line 56 communicates with the pressure regulation blocking port 123b of the control valve 123 through the line 134. Line pressure is supplied to the port 123b. This prevents the control valve 123 from adjusting the release pressure, and at this time, the lockup clutch 17 is in a completely engaged state in which only the engaging pressure is supplied.

When the control pressure exceeds a predetermined value, the control valve 123 adjusts the release pressure, and the lockup clutch 17 is slip-controlled according to the release pressure. There is.

Here, the spool of the second shift valve 122 is located on the right side when the control pressure is not introduced, and at this time, the line 135 bypassing the orifice 54 on the line 52 leading to the direct coupling clutch 24 is opened. It is like this.

The duty solenoid valve 49 for adjusting the line pressure and the first to fifth ON-OFF solenoid valves 71 to 7 for shifting, which are provided in the hydraulic circuit 40, are provided.
5, first and second linear solenoid valves 81 and 95 for adjusting fastening pressure, ON-OFF solenoid valve 126 for lock-up control, and duty solenoid valve 13
1 is controlled by a control signal from the controller 140, as shown in FIG. And
The controller 140 includes a sensor 1 for detecting the vehicle speed.
41, a signal from a sensor 142 that detects the throttle opening of the engine, a signal from a sensor 143 that detects a shift position (range) selected by the driver, and the like are input, and are represented by these signals. The solenoid valves are controlled according to the driving condition and the driver's request.

The automatic transmission according to this embodiment has the above-mentioned structure. However, in the automatic transmission 1, as can be seen from the above description, the forward range of 1,
In the second speed (first speed of the main transmission 20), whether the engine brake is activated or not is determined depending on whether the low reverse brake 29 is engaged. Therefore, for example, in the 1st and 2nd speeds of the D range and the 3rd range, the low reverse brake 29 is released to achieve the 1st and 2nd speeds where the engine brake is not operated, and these ranges are set as the ranges for normal traveling, and In the 2nd range and the 1st range, by engaging the low reverse brake 29 to achieve the 1st and 2nd speeds of the engine braking operation, these ranges can be set to the ranges for the engine braking.

The engagement of the low reverse brake 29 in the first and second speeds in the engine brake range is as follows:
As described above, the third ON-OFF in the main transmission 20 with respect to the first and second speed states in the normal traveling range
Since the solenoid valve 73 is turned on and the spool of the third shift valve 63 is only located on the left side, the supply state of the line pressure in the manual valve 43 does not change between the normal traveling range and the engine braking range. That is, if the manual valve 43 is in the forward range,
Regardless of whether the normal travel range is selected or the engine braking range is selected, the main line 42 is communicated with the forward line 52 only, and the line pressure is supplied as a source pressure for the fastening pressure. There is no change in.

Therefore, even if the select lever is operated, the manual valve 43 has each range (D,
In the 3, 2, 1 range), it is not necessary to operate in conjunction with the select lever. So, in this example,
The operation of the manual valve 43 in these ranges is restricted, and this point will be described next.

As shown in FIG. 4, the select lever 150
By operating the manual valve 4 in the hydraulic circuit 40
The mechanism for operating 3 includes a manual plate 152 that has a rotary shaft 151 common to the select lever 150 and rotates integrally with the swing of the lever 150, the plate 152 and one end of the manual valve 43. And a rod 153 that connects the two. P, R, N, D, 3, 2, 1 are provided on the periphery of the manual plate 152.
To correspond to each range of seven positioning recesses X _P,
X _R , X _N , X _D , X ₃ , X ₂ , X ₁ are provided, and a positioning ball 155 biased by a spring 154 is engaged with any one of these recesses X ... X. Thus, the manual plate 152 or the select lever 150 is positioned at seven positions corresponding to each range. Here, select lever 150
Or, the above seven positions of the manual plate 152 are set at equal angular intervals.

Since the manual plate 152 and one end of the manual valve 43 in the hydraulic circuit 40 are connected via the rod 153, the manual plate 152 is rotated to move the manual valve 43 in the axial direction. The valve 43 is moved along with the valve 43 to take a position corresponding to each range.

In this case, in this embodiment, at the two range positions of the manual plate 152, a straight line connecting the rotation center x of the plate 152 and the connecting point y of the rod 153 is the rod 153. These positional relationships, dimensions, etc. are set so as to coincide with the axis line of, that is, the connecting point y is located at the dead point at the two range positions of the manual plate 152.

With such a structure, between the P range position and the D range position of the manual plate 152 which rotates integrally with the select lever 150, the manual valve is substantially corresponding to the rotation of the plate 152. Although 43 also moves, as the connecting point y between the manual plate 152 and the rod 153 approaches the two-range position where the dead point is located as described above, the moving amount of the manual valve 43 with respect to a constant rotation angle of the manual plate 152. Is reduced, and at the 1-range position beyond the dead point, the manual valve 43 moves a little in the opposite direction.
As a result, between the D, 3, 2, and 1 forward ranges, although the select lever 150 and the manual plate 152 rotate by a constant angle for each range, the movement amount of the manual valve 43 is extremely large. It will decrease.

Therefore, for example, when the N range position shown in FIG. 4 is operated to the R range position shown in FIG. 5A, or to the D range position shown in FIG. 5B, the manual valve 43 is operated. After moving sufficiently, at the R range position, the main line 42 is communicated with the backward line 53, and D
At the range position, the main line 42 communicates with the forward line 52.
Between each forward range position of 1, only the dimension indicated by L in FIG. 5B is moved, and during this period, the main line 42 is held in a state of being communicated with the forward line 52.

FIG. 6 shows another embodiment. The operating mechanism of the manual valve 43 according to this embodiment also rotates integrally with the select lever 150, as in the above embodiment, and The manual plate 162 is provided with a positioning recess X ... X on its peripheral edge. The manual plate 162 is provided with an engagement groove 163,
The manual valve 4 in the hydraulic circuit 40 is provided in the groove 163.
By engaging the protrusion 43a provided at the end portion of No. 3, the manual valve 43 moves in the axial direction in conjunction with the rotation of the manual plate 162.

In this case, the manual plate 16
The second engagement groove 163 is composed of a circumferential portion 163a around the rotation center x of the plate 162 and a radial portion 163b continuing from one end of the portion. Then, at the D range position of the manual plate 162 (see FIG. 7B), the protrusion 43a is located at the circumferential portion 1 of the engaging groove 163.
63a and the radial portion 163b are located at the boundary portion, and when this state is rotated in the N, R, and P range directions (direction A shown in FIG. 7B), the projection 43a has the radial portion. 163b, the manual valve 43 moves in conjunction with the rotation of the plate 162, and conversely 3, 2, 1
When rotating in the range direction (the same direction B), the protrusion 43
Since a is located at the circumferential portion 163a, the rotation of the manual plate 162 is not transmitted to the protrusion 43a or the manual valve 43.

Therefore, according to this embodiment as well, FIG.
When operating from the N range position shown in FIG. 7 to the R range position shown in FIG. 7A, or when operating to the D range position shown in FIG. 7B, the manual valve 43 moves and , The main line 42 communicates with the reverse line 53, and at the D range position, the main line 42 communicates with the forward line 52, and between the D range position and the forward range positions 3, 2, 1. The manual valve 43 does not move, and in these ranges, the state in which the main line 42 is communicated with the forward line 52 is maintained.

Further, in the embodiment shown in FIG. 8, the operating mechanism of the manual valve 43 is also rotated integrally with the select lever 150, and the positioning ball 155 is engaged with the peripheral portion of the seven. Positioning recess X ... X
Is provided with the manual plate 172, and the engagement pin 173 provided on the manual plate 172 is provided with the manual valve 4 in the hydraulic circuit 40.
The manual valve 43 is engaged with a U-shaped engaging member 43b provided at the end of the third valve 3, and moves in the axial direction of the manual valve 43 in conjunction with the rotation of the manual plate 172.

In this case, the manual plate 17
The engaging pin 173 of No. 2 corresponds to the plate 1 shown in FIG.
From the 72 D range position to the N, R, P range direction (A
Direction), the engaging member 43b is engaged, but when rotating in the 3, 2, 1 range direction (B direction),
The positional relationship and dimensions are set so as to be disengaged from the engaging member 43b. Therefore, from D range 3, 2,
Up to the first range, even if the manual plate 172 rotates, the operation is not transmitted to the manual valve 43.

The manual plate 172 is formed with a cylindrical surface 174 for fixing the position of the manual valve 43 at each position of the D, 3, 2, 1 range, and the engaging pin 173 is provided with the manual valve 173. After the engaging member 43 is disengaged from the engaging member 43b, the engaging member 4 is engaged by the spring 43c attached to the opposite end of the valve 43.
The end surface of 3b is pressed against the cylindrical surface 174. In this case, since the cylindrical surface 174 is centered on the rotation center x of the manual plate 172, even if the plate 172 rotates, the manual valve 43 does not move and is held at a fixed position. ..

Therefore, according to this embodiment as well, FIG.
When the N range position shown in FIG. 9 is operated to the R range position shown in FIG. 9A, or to the D range position shown in FIG. 9B, the manual valve 43 moves, but The manual valve 43 does not move between the forward range positions 3, 2, and 1, and the main line 42 is kept in communication with the forward line 52 in these ranges.

[0084]

As described above, according to the present invention, at least the forward range for normal traveling and the forward range for engine braking can be selected by the select lever, and the hydraulic circuit is linked to the select lever. In the automatic transmission equipped with a manual valve that switches the engagement pressure supply passage to the friction element in accordance with the selected range by operating in the same range as the original pressure of the engagement pressure required in the normal traveling range, By providing a common source pressure passage for supplying the source pressure of the engagement pressure required in the engine brake range, switching of the engagement pressure supply passage to the friction element in both ranges does not depend on the manual valve, It is configured to be switched by a separately provided passage switching means, and
An operation limiting means for limiting the operation of the manual valve corresponding to the operation of the select lever between the normal traveling range and the engine braking range is provided, and at the position of the manual valve where the operation is limited, the source pressure is set. Since the passage is made to communicate with the operating pressure source, predetermined friction elements are respectively engaged when the forward range for normal traveling is selected and when the forward range for engine braking is selected, and each range is In addition to achieving the shift speed required in step 1, the operation of the manual valve interlocked with the select lever is limited between these ranges, and the stroke of the valve is suppressed to be short.

As a result, the layout of the valves and passages in the control valve unit forming the hydraulic circuit can be simplified, or the unit can be downsized.

[Brief description of drawings]

FIG. 1 is a skeleton diagram of an automatic transmission according to an embodiment of the present invention.

FIG. 2 is a circuit diagram showing a hydraulic circuit of the automatic transmission.

FIG. 3 is a control system diagram for each solenoid valve in the hydraulic circuit of FIG.

FIG. 4 is an enlarged view of a manual valve operating mechanism.

5A is a schematic diagram showing a state of the mechanism of FIG. 4 in an R range, and FIG. 5B is a schematic diagram showing a state of the mechanism in a D range.

FIG. 6 is an enlarged view of the manual valve operating mechanism according to the second embodiment.

7A is a schematic diagram showing a state of the mechanism of FIG. 6 in an R range, and FIG. 7B is a schematic diagram showing a state of the mechanism in a D range.

FIG. 8 is an enlarged view of the operating mechanism of the manual valve according to the third embodiment.

9A is a schematic diagram showing a state of the mechanism of FIG. 8 in an R range, and FIG. 9B is a schematic diagram showing a state of the mechanism in a D range.

[Explanation of symbols]

40 hydraulic circuit 43 manual valve 52 source pressure passage (forward line) 61, 62, 63 passage switching means (shift valve) 150 select lever 152, 162, 172 operation limiting means (manual plate)

 ─────────────────────────────────────────────────── ─── Continuation of front page (72) Inventor Toshihisa Maruesue 3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima Mazda Motor Corporation

Claims (1)

[Claims] 1. A plurality of ranges selected by a select lever, at least a forward range for normal traveling and a forward range for engine braking are set, and
A control device for an automatic transmission, wherein a hydraulic circuit is provided with a manual valve for switching a fastening pressure supply passage to a friction element according to a selected range by operating in conjunction with the select lever, A common source pressure passage for supplying the circuit with the source pressure of the engagement pressure required in the normal traveling range and the source pressure of the engagement pressure required in the engine braking range, and a friction element from this source pressure passage. A passage switching means for switching the communication state of the fastening pressure supply passage to the two ranges is provided, and a manual valve corresponding to the operation of the select lever between the normal traveling range and the engine braking range. Is provided with an operation restricting means for restricting the operation of, and the source pressure passage is communicated with an operating pressure source at the position of the manual valve in which the operation is restricted. Control device for an automatic transmission that.