JPH0526987B2 - - Google Patents

Description

[Detailed description of the invention]

[Industrial Field of Application] The present invention relates to a control device for an automatic transmission for a vehicle. [Prior Art] Conventionally, in order to improve the power performance and fuel efficiency of a vehicle equipped with an automatic transmission, it is desirable to provide a multi-stage automatic transmission. However, when an automatic transmission is made to have multiple gears, the structure not only becomes more complicated, but also the weight and dimensions increase, making it less easy to install and increasing the price, making it difficult to use in small vehicles. The increase in weight, size, and cost due to the multi-speed automatic transmission is mainly caused by the one-way clutch added to the automatic transmission to reduce shock during gear shifting. For example, in the automatic transmission shown in Figure 1,
Three stages of planetary gears P1, P2, and P3 are connected to the output shaft of the torque converter TC, forming a planetary gear transmission AT1 with four forward stages and one reverse stage. In this case, in order to achieve the above-mentioned automatic transmission, in addition to clutches C1 and C2 and brakes B4 and B5, 1-2 shift and 2 shift
Three one-way clutches F1, F2 and F3 are used to prevent shock from occurring during the -3 and 3-4 shifts. Three brakes B1, B2, and B3 are added to make the engine brake effective. In the automatic transmission with the above configuration, by eliminating the one-way clutches F1, F2, and F3, it is possible to create a planetary gear transmission AT2 with four forward speeds and one reverse speed as shown in FIG. can. In the figure, R1, R2, R3, S1, S2,
S3, CR1, CR2, CR3, p1, p2, p3
shows the ring gear, sun gear, carrier, and planetary gear pinion of each planetary gear P1, P2, and P3. Next, the mechanism of gear change will be explained using the planetary gear transmission AT1 shown in FIG. 1 as an example. In the planetary gear transmission AT1 shown in FIG. 1, there are many types of gear shifts, and Table 1 shows the operation of the clutch, brake, and one-way clutch during each gear shift.

[Table] In the table, ○ indicates an engaged state, △ indicates an engaged state during engine braking, × indicates a released state, and ◎ indicates a locked state. Also, OWC indicates a one-way clutch, R is reverse, N is neutral, ~
D is forward (drive), and both indicate the setting position of the select (speed selection) lever provided on the driver's seat. Possible speed changes for this type of automatic transmission include the following. (a) Manual gear shift performed when starting N (neutral) → D (forward) (engage clutch C1) N → R (reverse) (clutch C2 and brake B
(b) 1st (first gear), 2nd (second gear), 3rd (third gear),
Automatic shifting in 4th gear and switching of gears constituting planetary gears (shown in Table 1) (c) Jump shifting between each gear In any of the above shifting, the clutch, which is a frictional engagement element, and the engagement and release of the brake (changing the grip of the frictional engagement element), which are basically the same. Therefore, a shift between the second speed and the third speed (2-3 shift) will be explained using FIG. 3 as an example. As can be seen from Table 1, in the 2-3 shift, the reaction force received by the brake B5 via the one-way clutch F2 in the 2nd gear is absorbed by the engagement of the brake B4 in the 3rd gear. Switching is performed via a one-way clutch F1. FIG. 3 schematically shows the transient characteristics during gear shifting. It shows how the rotational speed of each member, the oil pressure in the hydraulic servo of the frictional engagement element, and the transmitted torque change over time. In addition, the vehicle is running in second gear between time t0 and t1, and the gear is changed between time t1 and t4.
After time t4, the vehicle will be running in third speed. [t0]: Indicates the start of gear shifting. A 2-3 shift valve (not shown) provided in a hydraulic control device controlled according to the driving state changes from the second speed state to the third speed state. When the 2-3 shift valve is switched, oil begins to be supplied to the hydraulic servo B-4 of the brake B4, and the hydraulic pressure PB-4 begins to rise. [t0 to t1]: By supplying hydraulic pressure, the space in the pipeline of the hydraulic control device is filled, and the piston of the hydraulic servo B-4 further moves, so that the play of the piston becomes zero. Within this section, the pressing force of the piston against the friction plate of the brake B4 is zero, and the torque capacity of the brake B4 is zero. Therefore, the gear state remains in the second speed, and the carrier CR1 is fixed to the transmission case by the brake B5 via the one-way clutch F2. The reaction force received at this time is
TF2, and the addition of this and the input torque TE input via the ring gear R2 is the output shaft torque T0, which is expressed by the formula below. T0=TF2+TE At this time, sun gear S1 is input shaft rotational speed NE
It is rotating in the opposite direction to the rotation speed NS1. [t1~t2]: Hydraulic pressure PB-4 in hydraulic servo B-4
increases, and brake B4 begins to have torque capacity. Along with this, the reaction force TF2 decreases and becomes zero at time t2, and the output shaft torque T0 decreases. However, no rotational change of each member occurs in this section. Therefore, this section is called a torque change section (torque phase). Note that from this interval until time t4, as shown in FIG. 3, output shaft torque T0 is output corresponding to the torque capacity TB4 of the B4 brake, and this serves as a shock during gear shifting. Therefore, B4 in the above interval (t1 to t4)
The characteristics of the hydraulic pressure supplied to the brake hydraulic servo B-4 are very important. Therefore, in conventional automatic transmissions, hydraulic pressure is controlled by regulating pressure by using an accumulator or by electronically controlling solenoid valves.
The start-up characteristics of PB-4 are controlled to ensure smooth shifting. [t2 to t4]: Hydraulic pressure PB-4 in hydraulic servo B-4
further increases, and the torque capacity of brake B4 TB
4 increases, and at the same time t2, the carrier CR1 whose reaction force TF2 becomes zero starts rotating at the rotational speed NCR1. Further, as the oil pressure PB-4 rises, the torque capacity TB4 increases, and the brake B4 gradually reduces the rotation of the sun gear S1 in the opposite direction while sliding, and stops at time t4 to complete the shift. At this time, the rotational speed NCR1 of the carrier CR1 and the engine rotational speed NE are synchronized with the rotation of the third speed. That is, this section is a process in which each member is synchronized from the second speed state to the third speed state, and this section is called a rotation change section (inertia phase). Due to these rotational changes, rotational energy is converted and input/output, and the brake B4 in particular has the role of absorbing the energy due to rotational fluctuations during gear shifting, which generates a considerable amount of heat and raises the temperature during gear shifting. . This is cooled by lubricating oil. That is, the planetary gear transmission AT1 shown in FIG.
If the reaction force element before gear shifting is a one-way clutch, such as in a gear train, the frictional engagement element engages in one direction during gear shifting, causing the reaction of the one-way clutch. The force decreases to zero. After that, the rotation is not restricted, so it is possible to smoothly switch from one frictional engagement element to another, and it is possible to perform gearshift control relatively easily and suppress gearshift shock. can. This is why automatic transmissions often use one-way clutches. [Problems to be Solved by the Invention] However, in the conventional control device for a vehicle automatic transmission, when a gear train of a planetary gear transmission AT2 as shown in FIG. 2 is adopted, It is very difficult to switch from one frictional engagement element to another. This will be explained using FIG. 2, FIG. 4, FIG. 5, FIG. 6, and Table 2. Table 2 shows an operation table for the automatic transmission shown in FIG.

[Table] 2-3 shift will be explained. As can be seen from Table 2, during the 2-3 shift, brake B
2 is released and brake B1 is engaged. The switching process at this time will be explained using FIG. 4. [t0 to t2]: The relationship between changes in transmitted torque and rotational speed NE in this section is the same as in the case of FIG. 3. However, what is important in this section is that in Figure 3, the reaction force TF2 is the torque capacity TB4 of the brake B4.
, and this is received by the one-way clutch F2. Since the one-way clutch F2 is set to have a sufficient capacity, it can handle the situation with a margin. On the other hand, in the case of Figure 4, the reaction force in Figure 3 is
What corresponds to TF2 is the torque capacity TB2 received by brake B2, and similarly, brake B corresponds to the torque capacity TB4 of brake B4 in FIG.
The torque capacity TB1 varies in accordance with the torque capacity TB1 of 1. Therefore, brake B2 always has a torque capacity of
Hydraulic pressure PB- that can secure TB2
2 must be secured. The 2-3 shift valve is already in the third gear state at time t0, and from that moment on, the hydraulic pressure in the hydraulic servo B-2 has started discharging, and the hydraulic pressure is
PB-2 is starting to decline. In this state, unless brake B2 secures a torque capacity exceeding torque capacity TB2, carrier CR1 will slip.
The automatic transmission becomes neutral (N), causing problems such as engine overrun. Therefore, in this section, the hydraulic pressure PB-2 is changed to the torque capacity.
Securing a capacity exceeding TB2 is a very important issue. The situation where the hydraulic pressure PB-2 is discharged too quickly in the above section is shown by the thick line in FIG. in this case,
Because the engine is in a neutral state for a moment, the engine overruns and the output shaft torque T0 suddenly decreases, and then the hydraulic servo B- of the brake B1
As the oil pressure PB-1 in the motor increases, the output shaft torque T0 suddenly increases, and a large shift shock occurs. Conversely, as shown by the thick line in Figure 5, the hydraulic pressure PB-2
If the step-down is delayed, after the torque capacity TB2 becomes zero at time t2, the carrier CR should
1 must rotate after time t3, but since brake B2 holds torque capacity TB2, rotation is inhibited and on the contrary becomes resistance, reducing torque capacity TB.
2 becomes a negative state, and as a result, the output shaft torque T0 shows a large fluctuation as shown in the figure, and a large shift shock also occurs. In other words, it can be seen that during gear shifting, it is extremely important to optimally regulate the oil pressure PB-1 and to maintain and discharge the oil pressure PB-2 in a timely manner. Therefore, the present invention solves the above-mentioned conventional problems and uses one oil passage switching valve and one solenoid valve to control the hydraulic pressure of each hydraulic servo to which hydraulic pressure is supplied when shifting to each gear stage during forward and reverse movement. An object of the present invention is to provide a control device for an automatic transmission for a vehicle, which can be controlled by a pressure increase adjustment mechanism consisting of the following, and can smoothly shift to all forward and reverse gears with a simple configuration. [Means for Solving the Problems] The automatic transmission control device for a vehicle of the present invention performs gear shifting by selectively engaging and disengaging a plurality of frictional engagement elements each operated by a hydraulic servo. a multi-stage gear transmission; and a hydraulic control device that selectively supplies and discharges hydraulic oil to each of the hydraulic servos; a plurality of shift valves provided between the plurality of shift valves; a plurality of solenoid valves for switching the plurality of shift valves; a manual valve having a forward outport for supplying hydraulic pressure to each of the hydraulic servos during forward movement and a reverse movement outport for supplying hydraulic pressure to the respective hydraulic servos during reverse movement; and a manual valve provided between the manual valve and the plurality of shift valves, the manual valve having a a pressure increase adjustment mechanism that is selectively connected to a hydraulic servo to which hydraulic pressure is supplied from among the hydraulic servos according to each gear stage by switching, and adjusts the hydraulic pressure of the hydraulic servo to which the hydraulic pressure is supplied; The adjustment mechanism includes an import that communicates with a forward outport and a reverse outport of the manual valve, a drain port that discharges hydraulic pressure, and an outport that communicates with a hydraulic servo to which the hydraulic pressure is supplied via the shift valve. a spool that selectively communicates the outport with the import or the outport; a feedback port that applies hydraulic pressure of a hydraulic servo to which the hydraulic pressure is supplied to the spool; and a hydraulic pressure of the feedback port. an input port that applies a signal pressure opposite to the spool to the spool and adjusts the hydraulic pressure of a hydraulic servo to which the hydraulic pressure is supplied in accordance with the signal pressure; and the oil passage switching valve. It is characterized by comprising one solenoid valve that outputs the signal pressure to the input port of and outputs hydraulic pressure corresponding to the signal pressure to a hydraulic servo to which the hydraulic pressure is supplied. [Operations and Effects of the Invention] A multi-stage gear transmission in which speeds are changed by selectively engaging and disengaging a plurality of frictional engagement elements each operated by a hydraulic servo, and the operation of each hydraulic servo. It has a hydraulic control device for supplying and discharging oil, and the hydraulic control device operates a predetermined hydraulic servo to selectively engage and disengage the frictional engagement elements. The hydraulic control device selectively connects between the manual valve and the plurality of shift valves one of the hydraulic servos to which hydraulic pressure is supplied according to each gear stage by switching the plurality of shift valves; It has a pressure increase adjustment mechanism that regulates the oil pressure of the hydraulic servo, and one pressure increase adjustment mechanism controls the oil pressure of each hydraulic servo to which oil pressure is supplied when shifting to each forward and reverse gear. At this time, the pressure increase adjustment mechanism consists of one oil passage switching valve and one solenoid valve, and when the solenoid valve inputs signal pressure to the input port of the oil passage switching valve, the connected hydraulic pressure is supplied by the shift valve. The hydraulic pressure of the hydraulic servo acts on the spool from the feedback port, and the signal pressure from the solenoid valve acts on the spool in opposition to the hydraulic pressure of this feedback port, so the hydraulic pressure from the out port is the signal pressure of the solenoid valve. The pressure is adjusted accordingly and supplied to each hydraulic servo. Therefore, according to the automatic transmission control device of the present invention, the hydraulic pressure of each hydraulic servo for achieving each forward and reverse gear is controlled by a pressure increase adjustment mechanism consisting of one oil passage switching valve and one solenoid valve. Since the hydraulic control device is controlled, the structure of the hydraulic control device can be simplified. Furthermore, in the pressure increase adjustment mechanism, the oil passage switching valve regulates the hydraulic pressure of the hydraulic servo according to the signal pressure of the solenoid valve, allowing fine control and smooth gear shifting without the need for a one-way clutch. Therefore, the multi-stage gear transmission can be made simple and compact. [Embodiment] Next, a control device for a vehicle automatic transmission according to the present invention will be described based on an embodiment shown in FIG. The control device for the automatic transmission for vehicles is the hydraulic control device 1.
00 and an electronic control device 200. The hydraulic control device 100 is a hydraulic power source driven by the engine of the vehicle, and includes an oil pump 102 that sucks hydraulic oil from an oil reservoir 104 through an oil strainer 101, and a hydraulic adjustment device.
or 2 pressure regulating valves, the oil pump 1
This oil pressure adjusts the discharge oil pressure of 02 according to vehicle running conditions such as vehicle speed and engine load, generates line pressure in oil passage 1, supplies hydraulic oil to fluid coupling TC, and further supplies lubricating oil to gear transmission. Adjustment device 103 and solenoid valve S1 provided at a predetermined position in the hydraulic circuit to maintain and discharge hydraulic pressure.
-Clutches C1 and C2, which are the frictional engagement devices of the automatic transmission for vehicles shown in FIG. 2, including S4;
Brake B1, B2, B3 hydraulic servo C-
1, C-2, B-1, B-2, and B-3. The electronic control device 200 inputs vehicle conditions such as a vehicle speed sensor and throttle opening, and controls solenoid valves S1 to S provided in the hydraulic control device 100.
Selectively turn ON and OFF 4. The hydraulic transmission mechanism 110 is a manually operated oil passage switching valve that is connected to a select lever provided on the driver's seat via a link mechanism, and is connected to the oil passage 1 and hydraulic servos C-1, C-2, B-1, B-
2, a speed selection valve (manual valve) 10 which is an oil passage switching valve for selectively communicating with B-3 and selecting a speed change range, and the speed selection valve 10 and each of the hydraulic servos C-1. , C-2, B-1, B-2, and B-3.
0 and second shift valve 30 and electronic control device 2
an automatic transmission mechanism 300 having solenoid valves S1 and S2 that are operated with an output of 0.00 and control the first and second shift valves 20 and 30, and the manual valve 10 and the first shift valve 20. Hydraulic servo pressure increase adjustment mechanism 400 for adjusting the rise of hydraulic pressure supplied to each hydraulic servo
and a hydraulic servo pressure drop adjustment mechanism (or shift timing mechanism) 500 that adjusts the speed of exhaust pressure from each hydraulic servo and adjusts the release timing (timing) of the friction engagement element. The manual valve 10 has a spool 11 that is linked to a select lever provided on the driver's seat, and has imports 10A and 10B connected to the oil path 1.
Drain ports 10C and 10D, outports 10E and 10F connected to forward oil passage 2,
Outports 10G and 10H connected to the oil path 3 for reverse movement, and outports 10I and 1 connected to the oil path 4 to which hydraulic pressure is supplied during forward and backward movement.
0J, and the line pressure is generated according to the set positions of reverse: R (reverse), neutral: N (neutral), and forward: D (drive), which are the select positions provided on the select lever. Road 1
This selectively connects the oil passage 2 connected to the forward clutch C1, the reverse oil passage 3, and the oil passage 4 in which oil pressure is constantly generated during traveling. Table 3 shows oil passages 1 and 2 to 4 at each setting position of the select lever.
Indicates the contact status. ○ indicates a state in which line pressure is supplied by communicating with the oil passage 1, and × indicates a state in which pressure is discharged by communicating with a drain port.

[Table] The hydraulic servo pressure increase adjustment mechanism 400 is turned ON and OFF by the output of the electronic control device 200 and the shock control valve 40, which is an oil path switching valve and a spool valve.
It consists of a solenoid valve S4 that controls 0. The shock control valve 40 has a spring 42 on one side.
is connected to the oil passage 1 through an orifice 44, an import 40A connected to the oil passage 4, a drain port 40B, and an orifice 44. an input port 40C into which solenoid pressure controlled by valve S4 is input;
It is provided with an outport 40D connected to the oil passage 4A, and a feedback port 40E through which the oil pressure of the outport 40D is fed back to the spool 43. The solenoid valve S4 is provided in the oil passage 1A that communicates with the oil passage 1 via the orifice 44, and is duty-controlled during gear shifting as shown in FIG. 8 in accordance with vehicle running conditions. As a result, a solenoid pressure that rises quickly and smoothly converges to the target oil pressure is generated in the oil path 1A, and the spool 43
receives the spring load of the spring 42 and the solenoid pressure Ps from one side, and receives the oil passage 4A from the other side.
The opening degree of the ports 40A and 40B is adjusted in response to the feedback of the output oil pressure output to the oil passage 4A, thereby generating a gradually changing oil pressure in the oil passage 4A. The first shift valve 20 of the automatic transmission mechanism 300 is a spool valve equipped with a spool 22 having a spring 21 on its back, and is connected to the oil passage 1 via an orifice 23 and connected to the solenoid valve S.
1, an input port 20A connected to the oil passage 1B provided with the oil passage 1 and into which the solenoid pressure controlled by the solenoid valve S1 is input, a line pressure input port 20B connected to the oil passage 3, and an input port 20C connected to the oil passage 4A. , drain port 20D, drain ports 20E and 20F each provided with orifices A and B, which are throttles, in-out port 20G connected to oil passage 4B, in-out port 20H connected to oil passage 4C, and oil passage 5C. It has a contacted import 20I. The spool 22 of the first shift valve 20 receives the solenoid pressure Ps generated in the oil passage 1B from one side (left side in the drawing), and is supplied from the spring load of the spring 21 and the oil passage 3 from the other side (right side in the drawing). Displaced by line pressure. When the manual valve 10 is set to the D or N position and the pressure in the oil passage 3 is exhausted, when the solenoid valve S1 is turned on, the oil pressure in the oil passage 1B is exhausted from the solenoid valve S1 and becomes a low level. , the spool 22 is set to the left in the figure by the action of the spring 21, and is connected to the ports 20D and 20, respectively.
I, 20G, 20F, 20C, and 20H communicate with each other, and the port 20E is closed by the left end land of the spool 22 in the drawing. Solenoid valve S1 is OFF
When this occurs, the oil pressure in the oil passage 1B is maintained at a high level (equivalent to the line pressure), so the spool 22 compresses the spring 21 and is set to the right in the figure.
Ports 20C and 20G, 20E and 20H respectively
The port 20I is closed by the right end land of the spool 22 in the drawing. Further, when the manual valve 10 is set to the R position, the spool 22 is fixed to the left side in the drawing due to the line pressure generated in the oil passage 3 and the spring load of the spring 21, regardless of whether the solenoid valve S1 is ON or OFF. The solenoid valve S1 is provided in the oil passage 1B that communicates with the oil passage 1 via the orifice 23, and is turned ON (indicated by ○) or turned on by the electronic control device 200 as shown in Table 4 and FIG. 8 according to the vehicle running conditions. It is turned OFF (illustrated: ×). The second shift valve 30 is a spool valve equipped with a spool 32 having a spring 31 on its back, and communicates with the oil passage 1 via an orifice 33, and the oil passage 1C in which the solenoid valve S2 is provided.
an input port 30A connected to the solenoid pressure controlled by the solenoid valve S2, an in-out port 30B connected to the oil passage 5 connected to the hydraulic servo B-1, and an in-out port 30C connected to the oil passage 4B. , an in-out port 30D that communicated with the communication oil path 6 to the hydraulic servo B-2, an in-out port 30E that communicated with the oil path 4C, an in-out port 30F that communicated with the communication oil path 7 that connects to the hydraulic servo B-3. , an in-out port 30G connected to one control oil pressure supply oil passage 1E of an accumulator relay valve 60 to be described later, an in-out port 30H connected to the other control oil pressure supply oil passage 1F of the accumulator relay valve 60, and a drain. port 3
0I, 30J, 30K, 30L, in-out port 30M connected to oil path 3A which connects to oil path 3 via timing valve 50 described later, hydraulic servo C
-2 has an in-out port 30N that communicates with the oil passage 8 and a port 30O that communicates with the oil passage 1D that communicates with the oil passage 1 via the throttle 53. The spool 32 of the second shift valve 30 is connected to the oil passage 1 through an orifice 33 from one side (left side in the figure).
Solenoid pressure Ps generated in oil passage 1C connected to
and is displaced by the spring load of the spring 31 from the other side. When the solenoid valve S2 is turned ON, the oil pressure in the oil passage 1C becomes a low level due to the oil drained from the valve port of the solenoid valve S2. Therefore, the spool 32 is set to the left side in the figure by the action of the spring 31, and the spool 32 is set to the left side in the figure by the action of the spring 31, and the oil pressure in the oil path 1C is at a low level due to the oil drained from the valve port of the solenoid valve S2. and 30J, 30C and 30D, 30M and 30N, 30E and 30F, 30
G and 30K communicate with each other, and 30O and 30H communicate with each other, and the port 30L is closed by the right end land of the spool 32 in the drawing. When the solenoid valve S2 is turned off, the oil pressure in the oil passage 1C is maintained at a high level (equivalent to the line pressure), so the spool 32 is moved by the spring 3 due to the solenoid pressure applied to the leftmost land in the figure.
1 is compressed and set at the right end in the illustration, port 30J
are closed at the left end land of the spool 32 in the illustration, and are connected to ports 30B and 30C, 30D and 30M, respectively.
30E and 30N, 30F and 30K, 30G and 30
O, 30H and 30L communicate. The solenoid valve S2 is connected to the electronic control device 200.
ON as shown in Table 4 and Figure 8 below.
(Illustrated: ○), OFF (Illustrated: ×). As a result, the automatic transmission AT2, which has four forward speeds and one reverse speed shown in FIG. 2, is shifted to four forward speeds and one reverse speed by selectively engaging the clutch and brake as shown in Table 2. The hydraulic servo pressure reduction adjustment mechanism 500 includes a timing valve 50 having a spool 52 with a spring 51 on its back, a solenoid valve S3 that is turned on and off by the electronic control device 200 and controls the timing valve 50. It consists of an accumulator relay mechanism 600. The timing valve 50 is a spool valve having a spool with a spring 51 on one side,
An input port 50A connected to the oil passage 1D, an in-out port 50B connected to the oil passage 3, an in-out port 50C connected to the oil passage 7, an in-out port 50D connected to the oil passage 3A, an oil passage 5
It has an in-out port 50E connected to the oil passage 5, an in-out port 50F connected to the oil passage 5, a drain port 50G, and a drain port 50H with an orifice C serving as a restriction. The spool 52 of the timing valve 50 receives solenoid pressure generated in the oil passage 1D from one side, and receives the spring 51 from the other side.
It is displaced under the spring load of. Solenoid valve S
3 is ON, the oil pressure in the oil passage 1D is at a low level due to the oil drained from the valve port of the solenoid valve S3. 50D and 50H, ports 50E and 50F communicate. When the solenoid valve S3 is OFF, the oil pressure in the oil passage 1D is maintained at a high level, so the spool 52 is set at the right end in the figure by compressing the spring 51 by the solenoid pressure applied to the left end land in the figure, and the spool 52 is set at the right end in the figure. and 50H are in contact with each other, and port 50F is in a state where it is not contacted with any port. The accumulator relay mechanism 600 is an accumulator 54, an accumulator relay valve 60, and a solenoid valve for controlling the accumulator relay valve 60. In this embodiment, it also serves as a control valve for the automatic transmission mechanism 300. Solenoid valve S2
and a solenoid valve S3 that generates control pressure. The accumulator relay valve 60 includes a first spool 61 and a second spool connected in series with the first spool 61.
It is a spool valve equipped with a spool 62 and a spring 63 arranged between the first spool 61 and the second spool 62, and is connected to the oil passage 1E to apply control hydraulic pressure to the first spool 61 from the left side in the figure. an input port 60A for communicating with the oil passage 1F and applying control hydraulic pressure to the second spool 62 from the right side in the figure, and an input port 60B for connecting the oil passage 1F to the first spool 6.
Spring 63 between the first and second spools 62
A drain port 60C provided in the mounting part, an in-out port 60D connected to the oil passage 5, an in-out port 60E connected to the oil passage 6, an in-out port 60F connected to the oil passage 7, and an oil passage 5A communicate with each other. In-out port 60G and 60H connected, in-out port 6 connected to oil path 5B
It has 0I. The accumulator relay valve 60 allows the oil passage 1D and oil passage 1F to communicate via the second shift valve 30 when the solenoid valve S3 is OFF and high level solenoid pressure is generated in the oil passage 1D. When the oil passage 1E is connected to the drain port 30K, the first and second spools 61 and 62 are set to the left in the figure, and are connected to the ports 60F and 60, respectively.
G, ports 60I and 60F communicate with each other, and ports 60D and 60H are closed by the right end land of the first spool 61 and the right end land of the second spool 62, respectively. Further, when the oil passage 1D and the oil passage 1E are in communication via the second shift valve 30, and the oil passage 1F is in communication with the drain port 30L and is depressurized, the first and second spools 61 and 62 are not shown. Ports 60G and 60D, 6 are set on the right side, respectively.
0I and 60H communicate, each port 60E
and 60F are closed by the left end land of the first spool and the left end land of the second spool 62. Furthermore, when the solenoid valve S3 is turned on and the oil passage 1D is at a low level, both the oil passages 1E and 1F are exhausted, so the action of the spring 62 causes the first spool 61 to move to the left in the figure and the second spool to the left. The spool 62 is set to the right in the figure, and the ports 60E and 6
0G, 60I and 60H contact and 60D and 60F
are closed by the right end land of the first spool 61 and the left end land of the second spool 62, respectively. In the present invention, each component of the hydraulic control device has the following role. (a) Solenoid valves S1, S2 control the first and second shift valves 20 and 30, and hydraulic servos C-1, C-2, B-1, B-2, B-3 for each clutch and brake.
The hydraulic pressure is switched to , and the forward four-speed transmission is controlled. (b) Solenoid valve S3: Operation of shift timing valve 50, orifice C provided at drain port 50H, orifices A and B provided at drain ports 20E and 20F of first shift valve 20, and no orifice (restriction). In combination with the drain port, it controls the discharge timing of the hydraulic servo discharge pressure oil that is discharged during shifting. In this case, the dimensions of the orifices A, B, and C are independently set in accordance with the optimum shift time of each gear stage. (c) Solenoid valve S4 In combination with the shock control valve 40, this solenoid valve S4 controls the supply pressure to the hydraulic servo of each clutch and brake to which pressure oil is supplied during shifting. (d) Accumulator relay mechanism 600 Maintains the pressure level of the hydraulic servo discharge pressure during a shift for a certain period of time. Next, the operation of the hydraulic control device 100 will be explained with reference to the operation table shown in Table 4 and FIG. 8.

【table】

[Table] In Table 4, × indicates that the solenoid valve is OFF, ○ indicates that the solenoid valve is ON, and △ indicates that the solenoid valve is operating on duty. (R) When manual valve 10 is set to R position
As shown in Table 2, the R state is achieved by engaging the brake B2 and clutch C2. (N→R) When the select lever is manually shifted from N to R, the hydraulic pressure PB-2 of the hydraulic servo B-2 is the manual valve 10, the oil path 3, the timing valve 50, the oil path 3A, and the second shift valve 30. and is immediately supplied via the oil line 6. At this time, the pressure in the oil path 3 is also supplied to the right end port 20B of the first shift valve 20, so the line pressure and the spring load of the spring 21 cause the spool 22 to turn off the solenoid valve S1.
Despite this, it is fixed to the left in the illustration.
Manual valve 10 to hydraulic servo C-2, oil passage 4, shock control valve 40, oil passage 4A, first shift valve 20, oil passage 4C, second shift valve 30,
At this time, by controlling the duty of the solenoid S4, the supply pressure output from the oil passage 4A is controlled by the shock control valve 40, and the clutch C2 is smoothly engaged. →R shock can be reduced. After the engagement of the clutch C2 is completed, the solenoid valve S4 is turned off, and the line pressure can be maintained to the hydraulic servo C-2. (N) When the manual valve 10 is set to the N position Step 1: All solenoid valves S1 to S4 are turned OFF,
Hydraulic servo C-1, C-2, B-1, B-2, B
-3 are all exhausted and clutches C1 and C2
and brakes B1, B2, and B3 are all in a released state. (N→D shift) When the select lever is manually shifted from N→D Step 2: At this point, the engagement state of the elements (hereinafter referred to as gears) in the gear transmission shown in Fig. 2 is N (neutral). It remains as it is. (Gear is N) (1) Since line pressure is directly supplied to the hydraulic servo C-1, the oil pressure in the hydraulic servo C-1 increases immediately after the piston of the hydraulic servo strokes. (2) Hydraulic pressure is supplied to the hydraulic servo B-3 via the shock control valve 40 that adjusts the pressure increase, the first shift valve 20, and the second shift valve 30, but at this time, the solenoid valve S4 is turned OFF. Since the piston is left as it is, line pressure is directly supplied, allowing the hydraulic servo B-3 piston to stroke in a short time. (3) Solenoid valve S2 turns ON and the second shift valve 3
Since the 0 spool 32 moves to the left in the figure, the solenoid pressure generated in the oil passage 1D by the solenoid valve S3 (equivalent to line pressure because the solenoid valve S3 is OFF) is transferred from the oil passage 1E to the oil passage 1.
F, the first and second spools 61 and 62 of the accumulator relay valve 60 move to the left in the figure, and supply (pressure accumulation) to the accumulator 54 is started at the same time as supply to the hydraulic servo B-3. . (D) When the manual valve 10 is set to the D position Step 3: The gear changes from N to the first speed of D. The electronic control unit 200 starts duty control of the solenoid valve S4, and as a result, the solenoid valve S4 shifts to the eighth position. As shown in the figure, the duty is operated at a predetermined duty ratio, and the pressure increase speed of the hydraulic pressure PB-3 in the hydraulic servo B-3 is adjusted as shown in Figure 8, so that the brake B3 can be engaged smoothly and the N →Complete D shift. [At the time of 1st gear] (At the time of 1st gear by automatic shifting) Step 4: Clutch C1 and brake B3 are engaged to enter the 1st gear state. In the 1st state, pressure accumulation in the accumulator 54 has also been completed. After the N→D shift, line pressure is immediately supplied to the hydraulic servo C-1 via the manual valve 10 and the oil passage 2. Hydraulic pressure is supplied to the hydraulic servo B-3 through an oil passage 4, a shock control valve 40,
Because the oil passes through the oil passage 4A, the second shift valve 30, and the oil passage 7, the solenoid valve S
By the duty control in step 4, the brake B3 can be engaged smoothly and the shift shock can be reduced. Also, at this time, the pressure supplied to the hydraulic servo B-3 is
0, is also supplied to the accumulator 54 via the oil path 5B and becomes in a pressure accumulation state. [When shifting from 1 to 2] Step 5: At this time, the gear remains in the 1st speed state. (1) The solenoid valve S1 is turned OFF, and the first shift valve 20 enters the second speed state with the spool 62 set to the right side in the figure. (2) Pressure oil is supplied to hydraulic servo B-2 with solenoid valve S4 OFF, so line pressure is supplied and the piston strokes in a short time. Upon completion of the stroke, proceed to the next step 6. (3) Although the line pressure supply to the hydraulic servo B-3 is cut off, the pressure is maintained above a certain level by the accumulator 54 and the orifice A, and a torque greater than the reaction torque of the brake B3 is ensured. That is, the solenoid valve S1 changes from ON to OFF, the first shift valve 20 switches, and the oil is supplied from the shock control valve 40 to the hydraulic servo B-3 via the oil path 4A and the first and second shift valves 20 and 30. The hydraulic pressure is supplied to the hydraulic servo B-2 via the oil passage 4A, the first shift valve 20, the oil passage 4B, the second shift valve 30, and the oil passage 6.
At the same time, the oil pressure in hydraulic servo B-3 is
Shift valve 30, oil passage 4C and first shift valve 20
It is discharged from orifice A via . At this time, the pressure accumulated in the accumulator 54 is released, so that the pressure is maintained by the combination with the orifice A. As the hydraulic pressure to the hydraulic servo B-2 increases, the reaction force of the brake B3 gradually decreases and approaches zero. Step 6: When the gear is in the 1-2 shift torque phase (1) The solenoid valve S4 starts duty operation, the pressure of the pressure oil in the hydraulic servo B-2 is regulated, and the engagement of the brake B2 is started. Brake B2
As the torque of B3 increases, the reaction force of brake B3 decreases. When the torque of brake B3 becomes zero, the process moves to the next step 7. (2) The oil pressure in the hydraulic servo B-3 is still maintained, and the torque greater than the reaction torque of the brake B3 is ensured. Step 7: When the gear is in the 1-2 shift inertia phase (1) After making sure that the reaction torque of the brake B3 becomes zero, turn on the solenoid valve S3 so that the pressure oil in the hydraulic servo B-3 changes to the timing. It is discharged all at once via the valve 50 and the manual valve 10. (2) At the same time, the first spool valve 61 and the second spool valve 62 of the accumulator relay valve 60 are separated to the left and right, and the accumulator 54 and the hydraulic servo B-
3, the pressure oil in the hydraulic servo B-3 is instantly discharged, so that the torque capacity can be instantaneously reduced to zero. (3) Due to (1) and (2), the ring gear R3 of the gear transmission shown in FIG. 2 becomes free to rotate and starts the inertia phase. (4) The oil pressure in the hydraulic servo B-2 is in the process of rising due to pressure regulation, and it continues to engage while sliding the rotation of the carrier CR1, gradually decreasing the rotation of the carrier CR1, and finally stopping it. (5) Along with this, the ring gear R3 increases its rotation and is synchronized with the rotation at the second speed at the same time as the carrier CR1 stops. (6) Therefore, this step 7 and the above step 6
It can be seen that the torque and rotation fluctuations in the brake B-2 all depend on the brake B2, and that the pressure regulation characteristics of the hydraulic pressure in the hydraulic servo B-2 are very important. The gear shift shock is controlled by smoothly supplying the hydraulic pressure PB-2 in the hydraulic servo B-2. (7) In the above item (2), the spools 61 and 62 of the accumulator relay valve 60 are separated to the left and right, and at the same time the accumulator 54 and the hydraulic servo B-3 are disconnected, the accumulator relay valve 60 is connected to the hydraulic servo B-2 and the accumulator 54 are connected, and the accumulator 54 starts accumulating pressure again. Step 8: When the gear shifts to 2nd gear The shift is completed and the gear is in 2nd gear, but the solenoid valve S4 is in duty operation.
It gives me plenty of time. In other words, for a 1-2 shift by automatic gear change, when the supply pressure to the hydraulic servo B-2 is sufficiently increased and the reaction force to the brake B3 becomes zero, the solenoid valve S3 is turned ON, and the spool of the timing valve 50 is turned on. 52 moves, and the oil pressure in the hydraulic servo B-3 is released all at once from the drain port 10D of the manual valve via the oil path 7, the timing valve 50, and the oil path 3. The pressure is instantly exhausted, the rotational restraint of the ring gear R2 is removed, and the ring gear R2 immediately shifts to the second speed rotation state. There are various ways to set the timing to turn on the solenoid valve S3, but there are methods such as storing the timing determined experimentally in advance in the electronic control device, and changing the torque of the output shaft, brake, clutch, etc. Possible methods include a method of detecting the torque of a part and providing feedback, and a method of detecting a rotational change of a part such as an engine whose rotation changes and providing feedback. After that, the boost adjustment mechanism 40
0, the pressure within the hydraulic servo B-2 is smoothly regulated to achieve speed change. After the gear shift is completed, solenoid S4 is turned OFF, and the line pressure is changed to hydraulic servo B-2.
will be supplied to This process is similar to the 2-3 shift shown in FIG. [2nd time] Step 9: In the second speed state, the accumulator 54 has completed accumulating pressure. [At the time of 2-3 shift] Step 10: At this point, the gear in the gear transmission remains in the second speed state. (1) The solenoid valve S2 is turned off, and the second shift valve 30 enters the third gear engagement state. (2) Hydraulic pressure is supplied to the hydraulic servo B-1 of the brake B1 with the solenoid valve S4 in the OFF state, so line pressure is supplied and the stroke time of the piston can be shortened. When the piston stroke is completed, proceed to step 11. (3) Although the supply of hydraulic pressure to the hydraulic servo B-2 is cut off by the second shift valve 30,
4 and orifice C, the oil pressure in the hydraulic servo B-2 is maintained at a predetermined value. Step 11: When the gear is in the 2-3 shift torque phase (1) Solenoid valve S4 starts duty operation and brake B1 starts engaging. As the torque of brake B1 increases, the reaction torque of brake B2 decreases. When the brake B2 torque is zero, proceed to step 12. (2) The hydraulic pressure in the hydraulic servo B-2 is still maintained, and the torque greater than the reaction torque to the brake B2 is ensured. Step 12: When the gear is in the 2-3 shift inertia phase (1) After making sure that the reaction torque of the brake B-2 becomes zero, turn off the solenoid valve S3 to reduce the oil pressure in the hydraulic servo B-2. It is discharged all at once via the manual valve 10. (2) At the same time, the solenoid pressure of the solenoid valve S3 is supplied via the second shift valve 30 in the left end oil chamber in the illustration of the accumulator relay valve 60, and the first and second spool valves 61 and 62 are both displaced to the right. do. For this reason, the communication between the hydraulic servo B-2 and the accumulator 54 is cut off, and in conjunction with item (1), the hydraulic pressure PB-2 in the hydraulic servo B-2 is instantly discharged. Therefore, the torque capacity of brake B2 can be instantaneously reduced to zero. (3) Due to (1) and (2), carrier CR1 becomes free to rotate and starts the inertia phase. (4) Hydraulic servo B-1 continues to adjust the pressure, and sun gear S1 continues to be engaged while sliding, gradually decreasing the rotation of S1, and finally stopping. (5) Correspondingly, the carrier CR1 increases its rotation and is synchronized with the rotation at the second speed at the same time as the sun gear S1 stops. (6) Therefore, all torque and rotation fluctuations in this step and the next step 13 are caused by brake B.
It can be seen that the pressure regulating characteristics of the hydraulic pressure in the hydraulic servo B-1 are very important.
The gear shift shock is controlled by smoothly supplying the hydraulic pressure PB-2 in the hydraulic servo B-1. (7) In item (2), both spools 61 and 62 of the accumulator relay valve 60 move to the right, and at the same time the accumulator relay valve 60 moves to the hydraulic servo B-1.
and the accumulator 54, and the accumulator 54 starts accumulating pressure again. Step 13: When the gear shifts to 3rd gear, the shift is complete. The duty operation of the solenoid valve S4 is maintained to provide a margin. [Complete of third speed] Step 14: Third speed is completed, and the accumulator 54 completes pressure accumulation. [3-4 Shift] Step 15: At this point, the gear remains in the third speed state. (1) Solenoid valve S1 turns ON, and the first shift valve 2
0 is the fourth speed state. (2) Since oil pressure is supplied to the clutch C1 while the solenoid valve S4 remains OFF, the stroke time can be shortened due to the supply of line pressure. When the stroke is completed, proceed to step 16. (3) The supply of hydraulic pressure to the hydraulic servo B-1 is cut off by the second shift valve 30;
4 and orifice B, the oil pressure in the hydraulic servo B-1 is maintained at a predetermined value. Step 16: During the 3-4 shift torque phase (1) Solenoid valve S4 starts duty operation and clutch C2 starts engaging. As the torque of clutch C2 increases, the reaction torque of brake B1 decreases. When the brake B1 torque is zero, proceed to step 17. (2) The oil pressure in the hydraulic servo B-1 is still maintained, and the torque greater than the reaction torque of the brake B1 is ensured. Step 17: When the gear is in the 3-4 shift inertia phase (1) After making sure that the reaction torque of the brake B1 becomes zero, turn on the solenoid valve S3 to reduce the hydraulic pressure PB-1 in the hydraulic servo B-1. is the first
It is discharged via the shift valve 20. (2) At the same time, the solenoid pressure by the solenoid valve S3 to the accumulator relay valve 60 is cut off, so the first spool 61 and the second spool 62
is divided into left and right. For this reason, hydraulic servo B-1
The communication between the hydraulic pressure inside and the accumulator 54 is cut off, and in conjunction with item (1), the hydraulic servo B-1 is instantly discharged. Therefore, the torque capacity of brake B1 also instantly becomes zero. (3) Due to (1) and (2), sun gear S1 becomes free to rotate and starts the inertia phase. (4) The C2 pressure continues to be regulated, and the sun gear S1 continues to be rotated and engaged, gradually increasing the rotation of S1, and finally becoming one and entering the fourth speed state. (5) Therefore, the hydraulic pressure in this step and in the clutch C2 of step 16 is very important for shock control. Step 18: When the gear shifts to 4th speed, the shift is completed and solenoid valve S4 maintains its duty operation to provide a margin. [Fourth speed] Step 19: The fourth speed state is completed. That is, in either case, the processes of supplying hydraulic oil to a predetermined hydraulic servo and discharging pressure are the same, and the roles are set as follows. Solenoid S4 + shock control valve Smoothly controls the supply pressure of the engagement clutch or brake during all gear changes. Accumulator 54 + Orifices A, B, C Holds the released clutch and brake pressure at a constant level during gear shifting. Solenoid S3 + Timing Valve 50 After the torque phase of the shift is completed, the accumulator is quickly discharged and the clutch brake is released quickly. In the above embodiment, a spool valve is used as the oil passage switching valve, but the structure of the spool valve is not limited to the above embodiment, and an oil passage switching valve other than the spool valve may be used. Of course, the machine may also be a gear transmission other than a planetary gear transmission. Further, in the above embodiment, the solenoid valve is duty-controlled, but it may be controlled by sending an electric signal to the linear solenoid valve.

[Brief explanation of the drawing]

FIG. 1 is a schematic diagram of a gear train of a conventional vehicular automatic transmission with four forward speeds and one reverse speed, and FIG. 2 is a skeletal diagram of a gear train of a conventional vehicular automatic transmission with four forward speeds and one reverse speed, and FIG. Figure 3 is a skeleton diagram of a gear train of a 1-speed automatic transmission; Figure 3 is a graph showing changes in rotational speed, transmitted torque, and oil pressure in a hydraulic servo during shifting in a conventional control device for a vehicle automatic transmission; 5 and 6 are graphs showing changes in rotational speed, transmitted torque, and oil pressure in the hydraulic servo during shifting in the control device for an automatic transmission for a vehicle according to the present invention, and FIG. A hydraulic circuit diagram of a control device for a vehicle automatic transmission, and FIG. 8 is a graph showing changes in rotational speed, transmitted torque, and oil pressure in a hydraulic servo during shifting in a control device for a vehicle automatic transmission to explain its operation. It is. In the figure, 10...Manual valve, 20...First shift valve, 30...Second shift valve, 40...Shock control valve, 50...Timing valve, 60
... Accumulator relay valve, 100 ... Hydraulic control device for automatic transmission, 200 ... Electronic control device for automatic transmission, 110 ... Automatic transmission mechanism, 400
...Blood pressure adjustment mechanism, 500...Blood pressure adjustment mechanism, 6
00... Accumulator relay mechanism, S1, S
2, S3, S4... Solenoid valve, B1, B2,
B3... Brake, C1, C2... Clutch, B
-1, B-2, B-3, C-1, C-2... Hydraulic servo.

Claims (1)

[Scope of Claims] 1. A multi-stage gear transmission in which gears are changed by selectively engaging and disengaging a plurality of frictional engagement elements each operated by a hydraulic servo, and hydraulic oil for each of the hydraulic servos. a hydraulic control device that selectively supplies and discharges a hydraulic pressure source, the hydraulic control device includes a hydraulic power source, a plurality of shift valves provided between the hydraulic power source and each of the hydraulic servos, and a hydraulic control device that controls the plurality of shift valves. a plurality of solenoid valves for switching; and a forward movement outport connected to a manual select lever and provided between the hydraulic pressure source and the plurality of shift valves, and supplying hydraulic pressure from the hydraulic pressure source to each of the hydraulic servos during forward movement. A manual valve is provided between the manual valve and the plurality of shift valves, the manual valve having a reverse outport for supplying a supply during reverse movement, and the hydraulic pressure of each of the hydraulic servos is controlled according to each gear by switching the plurality of shift valves. The pressure increase adjustment mechanism is selectively connected to the supplied hydraulic servo and adjusts the hydraulic pressure of the hydraulic servo to which the hydraulic pressure is supplied, and the pressure increase adjustment mechanism is connected to the forward out port and the reverse out port of the manual valve. an inlet communicating with the port, a drain port discharging hydraulic pressure, an outport communicating with a hydraulic servo to which the hydraulic pressure is supplied via the shift valve, and selectively connecting the outport to the inlet or the outport. A spool to be communicated, a feedback port to which the hydraulic pressure of a hydraulic servo to which the hydraulic pressure is supplied is applied to the spool, and a signal pressure opposite to the hydraulic pressure of the feedback port is applied to the spool, and the signal pressure is applied to the spool. one oil passage switching valve having an input port that adjusts the oil pressure of a hydraulic servo to which the oil pressure is supplied in response to the oil pressure; and outputting the signal pressure to the input port of the oil passage switching valve; 1. A control device for an automatic transmission for a vehicle, comprising one solenoid valve that outputs a corresponding hydraulic pressure to a hydraulic servo to which the hydraulic pressure is supplied.