JPS58131458A - Hydraulic pressure control device for automatic transmission for vehicle - Google Patents

Abstract

PURPOSE:To enable the time lag of shift to be independently set, by supplying hydraulic pressure to an hydraulic servo for controlling a plurality of frictionally engaging elements in a planetary gear speed change mechanism, through different orifices upon the shifts to the third and back positions, respectively. CONSTITUTION:In a shift valve 104 for carrying out the change-over of the second and third positions, a valve member 84 moves upward overcoming throttle pressure and a spring 83 when governor pressure from a governor 27 is high, so that an oil passage 60 provided with an orifice 1 is communicated to an oil passage 65, thereby hydraulic pressure is fed to a hydraulic servo 122 of a friction clutch C2 through an oil passage 66. Due to the provision of the orifice 1, the clutch C2 is engaged with a long time lag. Meanwhile, the valve member 82 is urged upward when a manual selector valve 102 is shifted to the R positions, and therefore, an oil passage 49 is communicated with an oil passage 64 led to a hydraulic servo 125 of a brake B3, in a short time. Therefore, the brake B3 is promptly engaged. Further, hydraulic pressure fed to the hydraulic servo 122 of the friction clutch C2 from an oil passage 44 through a passage 47, an orifice 2 having a diameter larger than that of the orifice 2 and oil passages 65, 66 is abruptly raised so that the friction clutch C2 is engaged with a short time lag.

Description

[Detailed Description of the Invention] The present invention relates to an oil port for an automatic transmission for a vehicle.
Place in a circle.

Since then, the W1ψ-Il is operated by a planetary wheel mechanism installed between the pano shaft and the output shaft and a hydraulic servo.
L Tsuki structure! A planetary tooth heavy duty mechanism consisting of a plurality of frictional engagement elements that connect, engage, fix, or disengage the cables is adjusted to adjust the oil pressure according to vehicle running conditions such as throttle 111 degrees, medium speed, and shift lever setting 1. l (In automatic transmissions for vehicles that perform three forward and one reverse gear shifts by controlling the supply of pressure oil to the servo, one
The engagement of one frictional engagement element is made a requirement for achieving a plurality of gear stages. In addition, in order for each shift to be performed smoothly, it is necessary for each shift to be achieved after its own time lag after the manual or automatic shift input is made by detecting the driving condition. Therefore, an orifice and an accumulator for controlling the flow rate are provided in the pressure oil supply line to the hydraulic servo of the hydraulic control circuit. However, as described above, in the case where a shift to two different gears is achieved by engagement of one frictional engagement element, and the time lag required for smooth shifting of each gear is different, one Orinois and Setting a time lag with one accumulator makes it difficult to perform both shifts smoothly.

An object of the present invention is to provide a hydraulic control system for an automatic transmission that achieves two gears by engagement of one frictional engagement element as described above. The purpose of the present invention is to provide a hydraulic control device for an automatic transmission for a vehicle that can independently set a time lag.

The automatic transmission m for skewers of the present invention is equipped with a multi-disc clutch that is engaged with the 3rd speed and the rear ll@, and the hydraulic control KIN is connected to the front &
l! Oil for a vehicle automatic transmission that supplies pressurized oil to the hydraulic servo of the front multi-root clutch through an oil passage equipped with an orifice and an accelerator when gearing to 3rd gear and reverse is in progress. [[In the control Il device, oil pressure is supplied to the oil pressure H servo through separate 4-speed noises at the time of 3rd gear shift and at the time of shift to reverse. It consists of the time lag when confronting the fast heshinoto, the time lag when going backwards, and the setting for confession α.

] The present invention will now be explained based on an embodiment shown in the drawings.

FIG. 1 shows an automatic transmission with three forward speeds and one reverse speed controlled by an oil ff: #I4 gas according to the present invention.

The automatic transmission of this embodiment includes a torque converter 200, M
Consists of star-heavy speed mechanism 201, torque converter 20
0 has a pump toothed wheel 212, a turbine toothed wheel 213, and a stator 214, and the power is provided by an engine drive shaft 211.
The torque is transmitted to the output intermediate shaft 215 via the torque converter, and is transmitted to the output shaft 216 via the gear speed mechanism 201. Stator 214 is attached to a fixed shaft via one-way clutch 211.

Reference numeral 219 is an oil pump, and reference numeral 21 is a governor valve disposed inside the output shaft 216.

The free wfl skewer transmission mechanism 201 includes multi-disc clutches C1, C2, multi-disc brakes B1, B2, B3 and one-way latches F1, F2, which are frictional engagement elements, and sun gears 15.16.
, planetary binion 17.18, and ring gear 1
9.20 and a planetary tooth width mechanism 202, and the combination of these brake and clutch operations achieves three forward speeds and one reverse speed as shown in Table 1.

Table 1 Speed selection status (, C, B, B, BλF,
F.

Reverse R-0--〇 --- 1st speed D2 range 0------0 1st speed range 0- --- Δ -O 2nd speed D range ○ --0-0- Sugar 2nd speed 2 range 0- Δ 0- ○ -#I3 speed D
Range 00 - 0 --- In Table 1, O indicates engagement or the one-way clutch is locked, Δ indicates the brake applied during engine braking, and - indicates release or the one-way clutch is not locked.

FIG. 2 shows a hydraulic control device according to an embodiment of the present invention.

This oil If IIa device includes an oil reservoir 28, an oil pump 219 constituting the oil Ei control device, and a first pressure regulating valve (first
Collator valve) 100. Second pressure regulating valve 101, manual speed selection valve (manual valve) 102.1-2 shift [valve 103
．． 2-3 shift valve 104, throttle valve 105. 4-turndown valve 106, cutback valve 107, intermediate f-J coast shift valve 108, intermy f
I L tomodulator valve 109, low coast jet valve 110, o-modulator valve 111, governor modulator valve 112, accumulator 113 for clutch C1, accumulator 114 for clutch C2, accumulator 115 for brake B2, check valve 116, pressure relief valve 117 , cooler bypass valve 118, switching valve 120, hydraulic servo 121 of clutch C1, clutch C
2 hydraulic servo 122, brake B1 hydraulic servo 12
3. It consists of a hydraulic servo 124 for brake B2, a hydraulic servo 125 for brake B3, and an oil passage that connects these valves and hydraulic servos.

In addition to the first pressure regulating valve 100, the line pressure of the oil passage 31 is controlled by a manual valve 102, a kickdown valve 106, a throttle valve 105,
Supplied to accumulators 113, 114, 115.

The oil pressure regulated by the throttle valve 105 passes through the oil passage 36 to the 21st I pressure valve 101, and further passes through the oil passage 31 to the 11th I pressure valve 101.
It is guided to the pressure valve 100, and also to the 2-3 shift valve 104 via the oil line 38, and to the 1-2 shift valve 103 via the oil line 39.

The in-pressure guided to the kickdown valve 106 by the oil line 31 is supplied to the 2-3 node valve 104 via the oil line 68, 67, and is also supplied to the switching valve 120 via the oil line 69, 120 communicates with the 1-2 shift valve 103 through an oil passage 70.12.

The manual speed selection valve (manual valve) 102 is operated under various driving conditions.
This is used to select the first pressure regulating piece, 10
The oil pressure (line pressure) regulated at 0 is transferred to oil passage 40.41, B
1 to the hydraulic servo 121 of the multi-disc clutch C1, oil passage 40.41.62 to the accumulator 113, oil passage 40.42.55 to the governor valve 21, oil passage 40.4
2.5B is supplied to the light τ 1-> jet valve 103, and then supplied to the 2-3 shift valve 104 through the oil path 43, and then through the oil path 44 to the Ill 1000g valve 1100k, and the oil path 44.45.
．． 47 to the 2-3 shift valve 104, oil passage 44.45
．． 49 to the 1-2 jet valve 103, and the oil passage 50
is supplied to the light Ha-modulator valve 111.

Note that the pressure relief valve 11 provided in the oil passage 31
7 is the oil bomb 7219'C'' that controls the maximum oil pressure generated.
A check valve 118 provided in the oil passage 35 is a valve that regulates the oil pressure supplied to the cooler to a low pressure.

Further, the oil whose pressure is regulated to the oil pressure (governor pressure) according to the zero rotation speed by the governor valve 21 passes through the oil passage 52 to the governor modulator valve 112, and passes through the oil 1i 151 to the 1-2 shift valve 1.
03, the oil is supplied to the 2-3 shift valve 104 via oil lines 51 and 54.

The line pressure supplied from the oil passage 56 to the 1-2 shift valve 103 is sent to the hydraulic turbo 124 of the friction brake B2 via an oil line 57.58, and to the accumulator 11 via an oil line 57.59.
It is also supplied to the 2-3 shift valve 104 through an oil passage 60 in which the first orifice 1 is provided.
The line pressure supplied from the oil passage 49 to the 1-2 shift valve 103 passes through the oil passage 64 to the hydraulic servo 12 of the friction brake B3.
5.

The line pressure supplied to the 2-3 shift valve 104 from the oil passage 47 in which the second orifice 2 is provided passes through the oil passage 65, the check pressing flow control orifice 3, and the oil passage 66 to the accumulator 114 and the friction clutch C2. is supplied to the hydraulic servo 122 of.

The oil [162 is supplied to the governor modifier valve 112 and 1. The pressure of the liquid is regulated, and it is led to the cutback valve 107 via the oil line 73.14.

From the oil passage 50 to the low modulator valve 111: the line lll1. After the pressure is regulated by the modulator valve 111, the oil passage 15 is connected to the light C low course]・Jinot・Valve 11
Connected to 0.

The line pressure supplied from the oil $I 43 to the intermediate module valve 108 is supplied to the intermediate module valve 109 via the oil line 16.
The oil is guided to the 1-2 shift valve 103 through the oil @ 77 whose pressure is regulated by the modulator valve 109, and is then led to the oil passage 78
It is supplied to the hydraulic lever 123 of the friction brake B1 through the.

In the manual speed selection valve 102, the valve body 19 slides by a shift operation of a lever or the like in the driving gallery, and the line pressure in the oil passage 31 is distributed to each oil passage as indicated to a second person according to the lever speed selection position. do.

Table 2 Speed selection position PRND 2L Oil path 40-1 -〇 〇 〇43-- -00 44 - 〇 --1- 5000-- In Table 2, the ○ mark indicates that the line pressure is at each speed selection position. It indicates that the line pressure is guided to that oil passage, and the - mark indicates that line pressure is not introduced to that oil passage.

The contents of each code P, R, N, D, 2, and L of the speed selection position are as follows.

P: When the vehicle is parked, a parking lock pawl (not shown) engages with the outer periphery of the front ring gear 19 and fixes the output shaft 216 in a pawl type manner.

R: Reverse N: Neutral. Hydraulic pressure is not transmitted anywhere from the manual valve, and engine power is not transmitted to the output shaft 216.

D: Forward. In this embodiment, a three-speed transmission is used, and the transmission is automatically changed between the first speed, the second speed, and the third speed.

22 1st gear and 2nd gear shift automatically.

L: First speed fixed position.

The construction of each valve for smoothly operating the chamber III shown in Table 1 by each of the manual valve selection positions described in Table 1 is as follows.

The first pressure regulating valve 100 has hydraulic pressure (line rf
) is automatically adjusted to a pressure that matches the current heavy speed and the engine outlet (opening degree of the engine valve).

The second liquid valve 101 has a torque converter 200 hydraulic pressure, m
II Adjust the engine and cooler pressure to a pressure that is compatible with the current heavy speed and throttle valve opening.

The governor valve 21 provides hydraulic pressure corresponding to the rotation speed of the output shaft 216.

The throttle valve 105 controls how much the accelerator pedal is pressed.
That is, it functions to obtain a throttle pressure corresponding to the output of the engine.

:f L C1 Oil corresponding to this throttle valve opening 1. L LL 1st m1 (: Valve 100jjJ: Hill'12
11B valve 101: acts to regulate line pressure, and
1-2 Gino]-valve 103 and the 2-3 shift valve 104 to act as a force against the governor pressure.

The 1-2 shift valve 103 automatically controls switching between the first speed and the second speed according to governor pressure and throttle pressure.

When the governor pressure supplied from the oil passage 51 is high and the throttle pressure supplied from the oil passage 39 is low, the valve body 80 is pushed up by the governor pressure, and the oil passages 56 and 57 communicate with each other.
Line pressure is supplied to the hydraulic servo 124 of the friction brake B2 through the oil passages 57, 58, and the brake B2 is engaged and in second gear.

When the governor pressure is low and the throttle pressure is high, the valve body 80 is pushed down by the throttle pressure and the oil passages 56 and 51
is cut off and becomes the first speed.

In the kick-down valve 106, when the accelerator pedal is fully opened, the valve body 81 moves upward greatly and the oil [I31
and 68 communicate with each other to apply hydraulic pressure to the 2-3 shift valve 104 through the oil passage 61, and the oil passage 69 and the switching #f'
120 and the oil passage 70 to act on the 1-2 shift valve 103.

The governor modifier valve 112 is connected to the governor J from the oil path 52-.
'The pressure in the bed is regulated to a constant level, and the pressure is applied to the cutback valve 107 via oil passages 73 and 74.

The h1/dock valve 107 is operated by the oil pressure from the oil passage 74 and the throttle pressure, and regulates the cutback oil pressure applied to the throttle pressure 105.

By applying the cutback oil pressure to the throttle l#105, the throttle pressure is lowered and unnecessary power loss caused by the air pump 219 is prevented.

Akicomulators 113, 114 and 115 are oil passages 62
．． Hydraulic servos 121, 122 of the friction clutches C1, C2 and the friction brake B2, respectively, are interposed in the oil passages 59 communicating with the oil passages 66 and 58, and are stepped in these oil passages or their upstream oil passages, and Controls the rate of increase in the line pressure supplied to 124, and delays the engagement of each frictional engagement element by a predetermined time lag, alleviating the shock when shifting to each gear and ensuring smooth shifts. I'm going to

There is a difference in area between the action and back pressure sides of the accumulator pistons 83', 84- and 85', with the action side being larger. In addition, line pressure is always applied to the rear side by the oil passage 31, and the pistons 83=, 84=, and 85' are pushed downward in the drawing. Oil passage 62.6 to the working side
When line pressure is applied through 6 or 59, the piston 83', 84' or 85' is slowly pushed upward in the drawing to alleviate the shock upon engagement.

The 2-3 shift pulp 104 switches between the second speed and the third speed, and controls the governor pressure supplied from the oil path 54 and the oil path 38.
The valve body 84 is controlled by the throttle pressure and the spring 83 which opposes the governor pressure supplied by the valve body 84 .

When the gas pressure is high, the valve body 84 moves upward against the throttle pressure and the spring 83, and the valve body 84 moves upward against the throttle pressure and the spring 83.
The oil passages 60 and 65 provided with this are in communication, and the line power is supplied to the hydraulic servo 122 of the friction clutch C2 through the oil passage 66, resulting in third speed. At this time, the action of the small-diameter first orifice 1 and the seven-wheel regulator 114: The pressure of the oil supplied to the hydraulic servo 122 increases slowly every minute, and the clutch C2 is engaged with a long time lag of 9M.

Also, at this time, at the intermediate course 1 valve 108, the oil passage 16 and the oil passage 43 are blocked from reaching each other, and the oil passage 76 is communicated with the drain oil [185] to prevent friction. It functions to release the line pressure that was acting on the hydraulic servo 123 of the brake B1.

When the pressure is low, the valve body 84 is
Then, the spring 83 pushes the friction brake B1 back to the first position h, and the hydraulic circuit of the friction brake B1 to the hydraulic servo 123 is cut off, leading to the second path.

However, in the case of kickdown, the oil pressure acts to press the valve body 84 downward from the oil passage 67, so that the vehicle is downshifted to the second speed at a higher vehicle speed than in the above case.

The low modulator valve 111 regulates the pressure to a low O-modulator pressure when line pressure passes through the oil passage 50 and acts on the low modulator valve 111 in the low range, and this low modulator pressure passes through the oil passage 75. Acts on O-coast shift valve 110.

The low coast shift valve 110 includes a valve body 82 in which three lands A1B and C with diameters D1, D2, and D3 having a predetermined area difference are arranged in a row, and when the manual speed selection valve is shifted to the 1 position. is connected to the low modulator valve 11 via the oil passage 75.
1, the O-modulator pressure regulated to low oil pressure is in the upper oil chamber a.
The oil gb between lands A and B is supplied, and the valve body is pressed in the direction of land C (downward in the figure) and set at the downward position in the figure.

At this time, the oil passages 75 and 64 communicate with each other via the oil chamber a, the low modulator pressure acts on the hydraulic servo 125 of the brake B3, and the brake B3 is in the engaged first gear A.
7 engagement is maintained. In this way, when the valve body 82 is at the lower side in the drawing, the line pressure supply oil passage 49 and the oil chamber communicate with each other via the oil passage 92, and when the valve body 82 is at the upper position in the figure, the oil passage 49 and the oil chamber are in communication with each other via the oil passage 92. Communication with the room is stopped n4. 1 diameter D1, I') of lands A, B, and C of the valve body 82 2. The size of D3 is [)1 and D2 are 2-1 down and 1-2
D3 is provided to provide a predetermined hysteresis between the manual valve and the upshift to prevent the 1-2 upshift from occurring when the manual valve is in the open position. decided for the sake of deciding.

Next, a case will be described in which the f-speed selector valve 102 is manually shifted from the N position to the R position.

When the manual speed selection valve 102 is shifted to the N position,
The oil 11 is not supplied to the oil passage 50, and therefore no modifier pressure is generated in the oil passage 75, and the valve body 82LIFj
! Manual speed selection valve 1 is shown at 7J (land A direction).
When C) 2 is moved to the R position, the valve body 82 is temporarily biased in the direction shown in the figure (land C direction), and the line pressure supplied to the oil passage 44 is transferred to the oil passage 45. The oil is supplied to the oil chambers S and C through the oil passages 49 and 92, and the valve body 82 is rapidly urged upward in the figure (in the eight direction of the land), and the oil passages 49
is connected to the oil pressure supply oil passage 64 to the hydraulic servo 125 of the brake 1133, so that the B3 brake can be engaged quickly. The supply line pressure to the hydraulic servo 122 of the clutch C2 via the second orifice 2, the oil passage 65, and the oil passage 66 increases more rapidly than when it passes through the orifice 1, and the clutch C2 is engaged with a short time lag. , manual N-R shift input backward tilt time, N-R
Shift completed.

In the hydraulic control device for a vehicle automatic transmission according to the above embodiment, the clutch (direct clutch) must be engaged in order to achieve the third speed (reduction ratio 1), and is also engaged when reversing. clutch) C2 hydraulic servo 122 (
The hydraulic servo 125 of brake 1 (reverse brake) B3 (which uses double pistons) that needs to be engaged in order to obtain reverse movement is as follows: In the rear recovery mode, which is one gear stage, pressure oil (
fin pressure) is supplied, and the hydraulic servo 122 moves from the oil path 40 to the oil path 42 in the front semi-third gear, which is another gear stage.
Hydraulic pressure is supplied through → oil passage 5B → oil passage 60 → oil passage 65 → oil passage 66, and the hydraulic servo 125 is operated via oil passage 64 → oil passage 49-p oil passage 45 → drain boat of manual valve. 79
1 is lightly exhausted, and the other gear (2nd gear)
Both are depressurized.

FIG. 3 shows another embodiment. In this embodiment, the second orifice 2 is discontinued and a third orifice 4 is provided in the oil passage 65, and when shifting to the third speed, the oil flows through the first orifice 1 and the third orifice 4. and hydraulic servo 12
Pressure oil is supplied to No. 2, and when shifting to VI
Only through the orifice 4 of the hydraulic servo 122
The same effect as the embodiment shown in FIG. 2 can be achieved by supplying pressure oil to the pump.

As described above, the hydraulic control device for a vehicle automatic transmission of the present invention includes a multi-disc clutch that is engaged during third speed and reverse, and the hydraulic control device receives a shift input to the third speed and reverse. In the oil control device for a vehicle automatic transmission, which supplies pressure oil to the hydraulic servo of the multi-disc clutch through an oil passage having an orifice and a seven-unit hydraulic servo, the oil pressure is supplied to the hydraulic servo by a third It is supplied through separate orifices when shifting to 3rd gear and when shifting to reverse, and the time lag when shifting to 3rd gear and the time lag when shifting to reverse are set independently, so there is only one frictional engagement. (oil for automatic transmissions that achieve two-speed settings by engaging elements) In the M control device, the time lag for shifting to each gear can be independently set with an extremely simple configuration, and this allows 2-3 FIG. 2 is a hydraulic circuit diagram of a hydraulic control device that allows the timing of shift and N-R shift to be determined at will.

[Brief explanation of the drawing]

Figure 1 is a skeletal diagram of an automatic transmission, and Figure 2 is the Ura RF of the present invention.
The hydraulic circuit diagram of the i-control device, FIG. 3, shows another large embodiment of the present invention. In the figure 1.2, 4...A linois, 114...
Not J4: , -+l rotor, 219... oil pump, 27... is a dog valve, +12... [1-1-
Valve body of Stodgit valve, 100...111th quantity r, +
O+-...2nd key 1] valve, 102/4 actuating speed selection valve, 1(
) 3... 1-2 Jino i valve, 104... 2-3 Jino] valve, 105... S [1] le valve, 110.
... [1-::, I-su1-jino1-valve, 111...
[1-t Ginolator valve, C1, C2...Friction knob 7
．． L31, (32, ``33...#Suri-lray LA11
Di, 0...nondo, a, b, c...oil complete Figure 1

Claims (1)

[Scope of Claims] 1) A planetary tooth width mechanism provided IQGJ between an input shaft and an output shaft and a hydraulic servo actuated to reach, engage, fix, or Multiple ** to release
The planetary gear transmission mechanism, which consists of an engagement element, is moved forward by controlling the supply and discharge of pressure oil to the above-mentioned oil droplet servo according to vehicle running conditions such as throttle opening, vehicle speed, and shift lever setting 1. A hydraulic control device for a vehicle automatic transmission that performs a multi-speed reverse gear shift and a single reverse gear shift, and the vehicle automatic transmission has a multi-disc clutch that is engaged during third speed and reverse, and performs hydraulic control. The device is the third
In the hydraulic control device for an automatic transmission for a vehicle, which supplies pressure oil to the hydraulic servo of the multi-disc clutch through an oil passage having an ori-swivel and an accumulator when a shift input to speed or reverse is made. Hydraulic pressure is supplied to the hydraulic servo through separate orifices when shifting to 3rd gear and when shifting to reverse, and there is a time lag when shifting to 3rd gear and a time lag when shifting to reverse. A hydraulic control device for an automatic transmission for a vehicle, characterized by independently setting the following. 2) The orifice used when shifting to third gear has a larger diameter than the orifice used when shifting to reverse;
Hydraulic control device 3 for an automatic transmission for a vehicle according to claim 1, wherein the time lag when shifting to third gear is set to be larger by a predetermined amount of time than the time lag when shifting to reverse. ) When shifting to 3rd gear, hydraulic pressure is supplied through one orifice, and when shifting to reverse, oil low is supplied through two orifices including the one orifice mentioned above, and this causes the shift to 3rd gear. 2. A vehicle automatic transmission apparatus according to claim 1, wherein the time lag at shift I is set to be larger than the time lag at reverse by a predetermined amount.