JPH0524381B2 - - Google Patents
Info
- Publication number
- JPH0524381B2 JPH0524381B2 JP12253687A JP12253687A JPH0524381B2 JP H0524381 B2 JPH0524381 B2 JP H0524381B2 JP 12253687 A JP12253687 A JP 12253687A JP 12253687 A JP12253687 A JP 12253687A JP H0524381 B2 JPH0524381 B2 JP H0524381B2
- Authority
- JP
- Japan
- Prior art keywords
- piston
- hydraulic pressure
- pressure
- hydraulic
- engagement element
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
- 230000005540 biological transmission Effects 0.000 claims description 7
- 239000003921 oil Substances 0.000 description 48
- 230000035939 shock Effects 0.000 description 7
- 238000010586 diagram Methods 0.000 description 6
- 230000000694 effects Effects 0.000 description 4
- 230000007423 decrease Effects 0.000 description 2
- 239000010720 hydraulic oil Substances 0.000 description 2
- 230000001105 regulatory effect Effects 0.000 description 2
- 230000001052 transient effect Effects 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/04—Smoothing ratio shift
- F16H61/06—Smoothing ratio shift by controlling rate of change of fluid pressure
- F16H61/065—Smoothing ratio shift by controlling rate of change of fluid pressure using fluid control means
- F16H61/067—Smoothing ratio shift by controlling rate of change of fluid pressure using fluid control means using an accumulator
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Mechanical Engineering (AREA)
- Control Of Transmission Device (AREA)
Description
【発明の詳細な説明】
(イ) 産業上の利用分野
本発明は、自動変速機の変速時油圧制御装置に
関するものである。DETAILED DESCRIPTION OF THE INVENTION (a) Field of Industrial Application The present invention relates to a hydraulic control device for automatic transmission during gear shifting.
(ロ) 従来の技術
自動変速機のクラツチ、ブレーキなどの摩擦要
素の締結時のシヨツクを緩和するために、例えば
特開昭59−231248号公報に示されるようなアキユ
ムレータが用いられる場合がある。すなわち、摩
擦締結要素に作動圧を供給する油路にアキユムレ
ータを設け、アキユムレータのピストンがストロ
ークしている間に得られる比較的低い油圧によつ
て摩擦締結要素を締結させるのである。アキユム
レータを設けることによつて、摩擦締結要素の油
室の油圧の立ち上がりはピストンのストローク中
傾斜が緩くなり、この間に摩擦締結要素の締結を
完了させると、アキユムレータを設けなかつた場
合と比較して変速シヨツクは小さくなる。(B) Prior Art In order to alleviate shocks when friction elements such as clutches and brakes of automatic transmissions are engaged, an accumulator as shown in, for example, Japanese Unexamined Patent Publication No. 59-231248 is sometimes used. That is, an accumulator is provided in the oil passage that supplies operating pressure to the frictional engagement element, and the frictional engagement element is engaged by the relatively low oil pressure obtained while the piston of the accumulator is stroking. By providing the accumulator, the rise of the oil pressure in the oil chamber of the friction engagement element has a gentle slope during the stroke of the piston, and when the engagement of the friction engagement element is completed during this period, compared to the case where the accumulator is not provided. The gear shift shock becomes smaller.
(ハ) 発明が解決しようとする問題点
しかし、従来のアキユムレータは作動圧をスプ
リング力（又はスプリング力及び対抗圧）に対し
てピストンに作用させ、これをストロークさせる
ようにしてあるため、ピストンのストロークに応
じてスプリング力が大きくなり、これに応じて作
動圧も高くなる特性を有していた。すなわち、ア
キユムレータ作動中に、作動圧は時間の経過と共
に徐々に上昇していく。しかし、この時間の経過
と共に上昇していく油圧特性は変速シヨツクの軽
減という目的からは好ましくない。摩擦締結要素
に使用される摩擦部材の摩擦係数は一般に滑り速
度が小さくなるほど摩擦係数が大きくなる。この
ため、締結完了時に大きなシヨツクを発生する傾
向がある。従つて、時間の経過と共に作動油の圧
力が上昇すると、摩擦係数の増大に加えて作動圧
が上昇するため摩擦力が大きくなり変速シヨツク
が大きくなる。本発明は、このような問題点を解
決することを目的としている。(c) Problems to be solved by the invention However, in the conventional accumulator, the operating pressure is applied to the piston against the spring force (or the spring force and counter pressure) to cause the piston to stroke. It had the characteristic that the spring force increases according to the stroke, and the operating pressure increases accordingly. That is, while the accumulator is in operation, the operating pressure gradually increases over time. However, this hydraulic characteristic that increases with the passage of time is undesirable from the viewpoint of reducing the shift shock. In general, the friction coefficient of the friction member used in the friction engagement element increases as the sliding speed decreases. For this reason, there is a tendency for a large shock to occur when the fastening is completed. Therefore, as the pressure of the hydraulic oil increases over time, the friction coefficient increases and the operating pressure also increases, which increases the frictional force and increases the shift shock. The present invention aims to solve these problems.
(ニ) 問題点を解決するための手段
本発明は、変速時の前半では油圧を徐々に増大
させるが、後半は一定の油圧とすることにより上
記問題点を解決する。すなわち、本発明による自
動変速機の変速時油圧制御装置は、摩擦締結要素
の油圧を上昇させる際、最初の段階では時間の経
過に従つて油圧を上昇させ、次いで所定の間一定
の油圧に保持した後、最高油圧まで上昇させる油
圧調整装置を有している。(d) Means for Solving the Problems The present invention solves the above problems by gradually increasing the oil pressure during the first half of gear shifting, but keeping the oil pressure constant during the second half. That is, when increasing the hydraulic pressure of the friction engagement element, the hydraulic pressure control device for automatic transmission according to the present invention increases the hydraulic pressure over time in the first stage, and then maintains the hydraulic pressure at a constant level for a predetermined period. After that, it has an oil pressure adjustment device that raises the oil pressure to the highest level.
(ホ) 作用
摩擦締結要素の作動圧の油圧上昇時における過
渡的な変化は、油圧調整装置によつて前半は時間
の経過に従つて次第に増大し、途中から一定の油
圧となり、最終的に急速に最高圧まで上昇する。
これにより、イナーシヤフエイズの後半における
トルクの増大が抑制されトルク波形のピーク発生
が防止される。これにより変速シヨツクのフイー
リングが良好なものとなる。(e) Effect The transient change in the operating pressure of the friction engagement element when the hydraulic pressure increases is caused by the hydraulic pressure adjustment device to gradually increase in the first half as time passes, become constant in the middle, and finally rapidly change. The pressure rises to the highest pressure.
This suppresses the increase in torque in the latter half of the inertia phase and prevents the peak of the torque waveform from occurring. This improves the feeling of the speed change shock.
(ヘ) 実施例
第１図に本発明の第１実施例を示す。摩擦締結
要素であるクラツチ１０に作動油を供給する油路
１２にアキユムレータ１４が設けられている。す
なわち、油路１２に設けられた一方向オリフイス
１６よりもクラツチ１０側の部分にアキユムレー
タ１４が接続されている。アキユムレータ１４は
段付きの穴に軸方向に移動自在にはめ合されたピ
ストン１６と、ピストン１６を図中上向きに押す
スプリング１８と、を有している。ピストン１６
の大径部によつて区画される油室２０が前述の油
路１２と連通している。また、ピストン１６の大
径部と小径部との間に形成される油室２２が油路
２４と連通している。油路２４には図示してない
調圧弁によつて調圧された一定の油圧が供給され
ている。ピストン１６の小径部によつて区画され
る油室２６は常にドレーンされている。なお、ス
プリング１８の自由長とピストン１６のストロー
ク長さとは第３図に示すような関係に設定してあ
る。すなわち、ピストン１６が所定以上上方にス
トロークすると、スプリング１８は伸び切つてし
まいピストン１６に力を作用しない状態となる。(F) Embodiment FIG. 1 shows a first embodiment of the present invention. An accumulator 14 is provided in an oil passage 12 that supplies hydraulic oil to a clutch 10, which is a frictional engagement element. That is, the accumulator 14 is connected to a portion closer to the clutch 10 than the one-way orifice 16 provided in the oil passage 12. The accumulator 14 has a piston 16 fitted into a stepped hole so as to be movable in the axial direction, and a spring 18 that pushes the piston 16 upward in the figure. piston 16
An oil chamber 20 defined by a large diameter portion communicates with the oil passage 12 described above. Further, an oil chamber 22 formed between a large diameter portion and a small diameter portion of the piston 16 communicates with an oil passage 24 . A constant hydraulic pressure is supplied to the oil passage 24, which is regulated by a pressure regulating valve (not shown). The oil chamber 26 defined by the small diameter portion of the piston 16 is always drained. Note that the free length of the spring 18 and the stroke length of the piston 16 are set in a relationship as shown in FIG. That is, when the piston 16 strokes upward by a predetermined amount or more, the spring 18 is fully extended and no force is applied to the piston 16.
次にこの実施例の作用について説明する。クラ
ツチ１０に作動圧が供給されていない状態では、
ピストン１６は第１図に示す状態にある。すなわ
ち、油路２４から油室２２に作用する油圧によつ
て発生する力がスプリング１８の力よりも大きい
ため、ピストン１６は第１図に示すように下方に
ストロークしている。この状態から油路１２に油
圧が供給され始めると、第４図に示すP1の油圧
まで比較的急速に上昇する。このP1の油圧はピ
ストン１６がストロークを開始する油圧である。
油室２０に作用する油圧とスプリング１８とによ
る上向きの力が、油室２２の油圧によつて作用す
る下向きの力とつり合う状態となる。ピストン１
６の第１図中上方へのストロークによつてスプリ
ング１８がピストン１６に作用する力が減少して
いく。このため、油室２０に作用する油圧がその
分だけ上昇していく。ピストン１６が第２図に示
す状態までストロークすると（この時クラツチ１
０の油圧はP2となる）、スプリング１８は伸び切
つてしまいピストン１６に力を作用しない状態と
なる。これ以後第３図に示す状態までは、油室２
２の油圧による力と油室２０の油圧による力とが
つり合うようにピストン１６がストロークする。
従つて、この間は作動圧は一定の油圧P2に保持
される。ピストン１６が第３図に示すように最も
上側までストロークすると、作動圧は油路１２に
油圧を供給している油圧源の最高圧P3まで急速
に上昇する。結局、クラツチ１０の締結の際の油
圧変化は第４図に示すようなものとなる。すなわ
ち、t1時間の間は油圧はP1からP2まで徐々に上昇
していき、次いでt2時間の間は一定の油圧P2に保
持され、t2時間経過後最高油圧P3まで上昇する。
これにより、第５図に示すように、変速時、特に
イナーシヤフエイズ終了時におけるトルク変動の
ピーク値が減少し、変速フイーリングが良好なも
のとなる。なお、第４及び５図には従来の油圧特
性及びトルク変動の波形を破線によつて示してあ
る。これにより本願発明の効果を明瞭に確認する
ことができる。 Next, the operation of this embodiment will be explained. When the clutch 10 is not supplied with operating pressure,
The piston 16 is in the state shown in FIG. That is, since the force generated by the oil pressure acting on the oil chamber 22 from the oil passage 24 is greater than the force of the spring 18, the piston 16 is stroked downward as shown in FIG. When oil pressure starts to be supplied to the oil passage 12 from this state, the oil pressure increases relatively rapidly to P1 shown in FIG. This oil pressure P1 is the oil pressure at which the piston 16 starts its stroke.
The upward force caused by the hydraulic pressure acting on the oil chamber 20 and the spring 18 is balanced with the downward force exerted by the hydraulic pressure in the oil chamber 22. piston 1
6 upwardly in FIG. 1, the force exerted by the spring 18 on the piston 16 decreases. Therefore, the oil pressure acting on the oil chamber 20 increases by that amount. When the piston 16 strokes to the state shown in FIG.
0 oil pressure is P2 ), the spring 18 is fully extended and no force is applied to the piston 16. After this, until the state shown in Fig. 3, the oil chamber 2
The piston 16 strokes so that the force due to the oil pressure in the oil chamber 20 and the force due to the oil pressure in the oil chamber 20 are balanced.
Therefore, during this period, the operating pressure is maintained at a constant oil pressure P2 . When the piston 16 strokes to the uppermost position as shown in FIG. 3, the operating pressure rapidly rises to the maximum pressure P3 of the hydraulic source supplying hydraulic pressure to the oil passage 12. As a result, the oil pressure changes when the clutch 10 is engaged are as shown in FIG. That is, during t 1 hour, the oil pressure gradually increases from P 1 to P 2 , then it is maintained at a constant oil pressure P 2 for t 2 hours, and after t 2 hours, it increases to the highest oil pressure P 3 . do.
As a result, as shown in FIG. 5, the peak value of torque fluctuation at the time of shifting, especially at the end of the inertia phase, is reduced, and the shifting feeling is improved. In addition, in FIGS. 4 and 5, conventional hydraulic characteristics and torque fluctuation waveforms are shown by broken lines. This allows the effects of the present invention to be clearly confirmed.
なお、上記説明はクラツチ１０を締結させてア
ツプシフト変速を行う場合のものであるが、Ｎ−
Ｄセレクト時などに締結されるクラツチなどの場
合にも同様の効果が得られることはもちろんのこ
とである。この場合、締結終了時のピークトルク
が低下するのに加えてクラツチの締結の反動によ
るトルクの反転が防止され、セレクト時の音の発
生なども防止される。 Note that the above explanation is for the case where the clutch 10 is engaged and upshifting is performed.
It goes without saying that similar effects can be obtained with a clutch that is engaged when D is selected. In this case, in addition to reducing the peak torque at the end of engagement, torque reversal due to reaction from engagement of the clutch is prevented, and noise during selection is also prevented.
（第２実施例）
上述の第１実施例ではアキユムレータのみによ
つて上述のような油圧特性を得るようにしたが、
第６図に示すように電子制御によつて第４図に示
したような油圧特性を実現することもできる。す
なわち、コントロールユニツト５０からのデユー
テイ比信号によつて作動するソレノイド５２を設
け、これによつて油路２４の油圧を調整する。油
路２４の油圧に応じてクラツチ１０の油圧が調整
されるため、第２図に示したと同様の油圧特性を
得ることができる。なお、この場合、スプリング
１８′はピストン１６のストロークの途中で伸び
切るものでなくてよく、またスプリング１８′は
除去してもよい。(Second Embodiment) In the first embodiment described above, the hydraulic characteristics as described above were obtained only by the accumulator.
As shown in FIG. 6, the hydraulic characteristics shown in FIG. 4 can also be realized by electronic control. That is, a solenoid 52 is provided which is actuated by a duty ratio signal from a control unit 50, thereby adjusting the oil pressure in the oil passage 24. Since the oil pressure of the clutch 10 is adjusted in accordance with the oil pressure of the oil passage 24, the same oil pressure characteristics as shown in FIG. 2 can be obtained. In this case, the spring 18' does not need to be fully extended during the stroke of the piston 16, and the spring 18' may be removed.
なお、この第２実施例ではソレノイド５２によ
つて直接油路２４の油圧を調整するようにした
が、ソレノイドによつてアキユムレータ対抗圧調
整用のバルブを制御し、これによつて調整された
油圧を油室２２に作用させるようにすることもで
きる。 In this second embodiment, the hydraulic pressure in the oil passage 24 is directly adjusted by the solenoid 52, but the solenoid also controls the valve for adjusting the accumulator counterpressure, and thereby the adjusted hydraulic pressure is controlled by the solenoid. It is also possible to make it act on the oil chamber 22.
(ト) 発明の効果
以上説明してきたように、本発明によると、変
速時の作動圧を変速後半では一定圧となるように
したので、変速シヨツクが低減され良好な変速性
能を得ることができる。(G) Effects of the Invention As explained above, according to the present invention, since the operating pressure during gear shifting is made constant in the latter half of gear shifting, gear shifting shock can be reduced and good gear shifting performance can be obtained. .
第１図は本発明の第１実施例を示す図、第２図
は第１実施例のピストンがストローク途中の状態
を示す図、第３図は第１実施例のピストンのスト
ローク完了状態を示す図、第４図は油圧特性を示
す図、第５図はトルク特生を示す図、第６図は本
発明の第２実施例を示す図である。
１０……クラツチ、１４……アキユムレータ、
１６……ピストン、１８……スプリング。
FIG. 1 is a diagram showing a first embodiment of the present invention, FIG. 2 is a diagram showing a state in which the piston of the first embodiment is in the middle of a stroke, and FIG. 3 is a diagram showing a state in which the piston of the first embodiment has completed its stroke. FIG. 4 is a diagram showing hydraulic characteristics, FIG. 5 is a diagram showing torque characteristics, and FIG. 6 is a diagram showing a second embodiment of the present invention. 10...Clutch, 14...Accumulator,
16...piston, 18...spring.
Claims (1)
態の切換えにより変速が行われる自動変速機の変
速時油圧制御装置において、 摩擦締結要素の油圧を上昇させる際、最初の段
階では時間の経過に従つて油圧を上昇させ、次い
で所定の間一定の油圧に保持した後、最高油圧ま
で上昇させる油圧調整装置を有することを特徴と
する自動変速機の変速時油圧制御装置。 ２ 上記油圧調整装置は、ピストン及びスプリン
グを有するアキユムレータであり、 ピストンの一方側から摩擦締結要素作動圧が作
用し、ピストンの他方側から所定の対抗圧が作用
し、 スプリングは摩擦締結要素作動圧がピストンに
作用する力と同じ向きに力を作用するように配置
されると共に、スプリングの寸法及びピストンの
ストロークはスプリングが伸び切つた後もピスト
ンがストローク可能である関係に設定されている
特許請求の範囲第１項記載の自動変速機の変速時
油圧制御装置。 ３ 上記油圧調整装置は、 デユーテイ比制御されて油圧を調整するソレノ
イドと、 ソレノイドのデユーテイ比を制御するコントロ
ールユニツトと、 ピストンを備えたアキユムレータと、 を有しており、 アキユムレータは、ピストンの一方側から摩擦
締結要素作動圧が作用し、ピストンの他方側から
ソレノイドによつて調整された油圧が対向圧とし
て作用するように構成されている特許請求の範囲
第１項記載の自動変速機の変速時油圧制御装置。[Scope of Claims] 1. In a gear shifting hydraulic control device for an automatic transmission in which gear shifting is performed by switching the operating state of a friction engagement element operated by hydraulic pressure, when increasing the hydraulic pressure of the friction engagement element, the first stage A hydraulic control device for shifting an automatic transmission, characterized by having a hydraulic pressure adjusting device that increases the hydraulic pressure as time passes, then maintains the hydraulic pressure constant for a predetermined period of time, and then increases the hydraulic pressure to the highest hydraulic pressure. 2. The above-mentioned hydraulic pressure adjustment device is an accumulator having a piston and a spring, a friction engagement element working pressure acts on one side of the piston, a predetermined counter pressure acts on the other side of the piston, and the spring acts on the friction engagement element working pressure is arranged so that it applies a force in the same direction as the force that acts on the piston, and the dimensions of the spring and the stroke of the piston are set in a relationship that allows the piston to stroke even after the spring is fully extended. A hydraulic control device during gear shifting for an automatic transmission according to item 1. 3. The hydraulic pressure adjustment device includes a solenoid that adjusts the hydraulic pressure by controlling the duty ratio, a control unit that controls the duty ratio of the solenoid, and an accumulator equipped with a piston. When the automatic transmission according to claim 1 is configured such that the friction engagement element operating pressure acts from the other side of the piston and the hydraulic pressure adjusted by the solenoid acts as the counter pressure from the other side of the piston. Hydraulic control device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP12253687A JPS63289359A (en) | 1987-05-21 | 1987-05-21 | Device of controlling oil pressure during shifting of gear for automatic transmission |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP12253687A JPS63289359A (en) | 1987-05-21 | 1987-05-21 | Device of controlling oil pressure during shifting of gear for automatic transmission |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS63289359A JPS63289359A (en) | 1988-11-25 |
| JPH0524381B2 true JPH0524381B2 (en) | 1993-04-07 |
Family
ID=14838287
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP12253687A Granted JPS63289359A (en) | 1987-05-21 | 1987-05-21 | Device of controlling oil pressure during shifting of gear for automatic transmission |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS63289359A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR20180078765A (en) * | 2016-12-30 | 2018-07-10 | 주식회사 경동나비엔 | Humidifying device and air conditioner having the same |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2848401B2 (en) * | 1989-02-28 | 1999-01-20 | 日産自動車株式会社 | Shift pressure control device for automatic transmission |
| JP3041163B2 (en) * | 1993-06-03 | 2000-05-15 | トヨタ自動車株式会社 | Transmission control device for automatic transmission |
| JP4028010B2 (en) * | 1995-12-11 | 2007-12-26 | 株式会社デンソー | Automatic transmission control device for vehicle |
-
1987
- 1987-05-21 JP JP12253687A patent/JPS63289359A/en active Granted
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR20180078765A (en) * | 2016-12-30 | 2018-07-10 | 주식회사 경동나비엔 | Humidifying device and air conditioner having the same |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS63289359A (en) | 1988-11-25 |
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