JPS58207555A - Hydraulic control for automatic transmission - Google Patents

Abstract

PURPOSE:To maintain the pressure regulating function of an accumulator at a required position and prevent a shock at a required shift time by setting accumulator control pressure larger than that when a manual valve is set to a required position. CONSTITUTION:When a manual valve is N-R shifted, line pressure is applied from an oil path 5c to the input of a plunger 192 of an accumulator controlling valve 19 to displace a spool 190 to the upper side. Thus, an oil path 1 communicates to an oil path 1K in which accumulator control pressure quivalent to the line pressure is produced irrespective of throttle modulator pressure. As the line pressure is supplied to the oil path 1K instead of the throttle modulator pressure, the property of an accumulator 52 is varied to promoe the engagement of a clutch C-2 so that output shaft torque is abruptly increased to restrain a shock.

Description

[Detailed description of the invention] The present invention relates to a hydraulic control device for an automatic transmission for a vehicle.

The hydraulic control system for an automatic transmission consists of a hydraulic power source, a hydraulic servo that engages, releases, or locks components of the automatic transmission's gear train (gear transmission) to change the reduction ratio, vehicle speed, and throttle opening. , a shift valve that receives vehicle running conditions such as the output shaft 1-lux and the rotational speed difference between the output shafts of the fluid coupling and switches the communication between the hydraulic power source and the hydraulic servo, N is neutral or neutral), D ( drive or forward travel)
, R (reverse or reverse), P (park or parking)
A manual valve having a predetermined position such as, and manually operated by the driver to switch communication between the hydraulic power source and a predetermined shift valve or a predetermined hydraulic servo, and adjusting the pressure increase speed of the hydraulic pressure supplied to the hydraulic servo. Outputs an accumulator control pressure according to an accumulator and vehicle driving conditions input to the accumulator such as throttle opening,
It has an accumulator control valve that applies the output hydraulic pressure to the accumulator as back pressure and changes the characteristics of the accumulator according to human power.

Conventionally, in this hydraulic i control device, as shown in FIG. 1, the throttle modulator valve 18 is provided with a throttle modulator pressure 18 and an accumulator control valve 19 from the oil passage 9, and the throttle control valve 18 has a throttle pressure output from the throttle valve according to the throttle opening. The accumulator control valve is supplied with the throttle modulator pressure (Pth), regulates the pressure of the throttle modulator valve, and outputs it as throttle modulator pressure (pthm) from oil path 9B, and the accumulator control valve receives the throttle modulator pressure and is supplied from oil path 1. The line pressure is regulated and the exhaust pressure is transferred from the oil passage 1K to the accumulator 52 provided in a predetermined hydraulic servo supply/discharge oil passage.According to the throttle opening shown in FIG.
) is output. The accumulator 52 is applied with this accumulator con 1-roll pressure Pac(1) as a back pressure, regulates the oil pressure in the oil passage 1C as shown in (1) in FIG. The speed at which the hydraulic pressure generated in the pressure oil path increases is increased at the beginning. As a result, the accumulator that is supplied to the hydraulic servos of clutches, brakes, etc. that are engaged during gear shifting is appropriately adjusted, and the operating time of the hydraulic servo 52 is shortened so that gear shifting is performed smoothly over the full throttle or accelerator opening. , increases the engagement force of the frictional engagement element operated by the hydraulic servo C-2, and increases the rate of increase in the transmission torque capacity when the rIJtll engagement element is a clutch. However, the conventional accumulator controller 1-roll valve 19 receives only the throttle modulator pressure that changes depending on the throttle opening, and when the throttle opening e is low, the manual valve is set to the D position. Since the output accumulator control pressure is the same whether the manual valve is set to the R position or the negative position, setting the accumulator control pressure to reduce the shock during gear shifting when the manual valve is set to the D position is effective. During the N-R shift, the pressure increase of the hydraulic servo is too slow due to the action of the accumulator, and the frictional engagement element is engaged only after the accumulator has completed its operation, resulting in a large output shaft torque as shown in (a) in Figure 3. Changes occur;
The problem was that a big shock occurred.

An object of the present invention is to provide an automatic transmission with a frictional engagement element that is required to be engaged both when the manual valve is set to the D position and when the manual valve is set to the R position. In the control device, maintain the 1171 function of the accumulator in the D position and the N-R of the manual valve.
To provide a hydraulic control device for an automatic transmission capable of preventing shock even when the time is 271~.

The present invention inputs vehicle running conditions such as a hydraulic power source, vehicle speed, and throttle opening, and changes the reduction ratio by using the hydraulic power source;
A shift valve that switches communication with a hydraulic servo of a frictional engagement device that engages, disengages, or locks components of a gear train, manually operated and designated as N (neutral), D (drive), 4R (reverse), etc. a manual that switches communication between the hydraulic pressure source and a predetermined shift valve or a predetermined hydraulic servo, an accumulator that adjusts the pressure increase rate of the hydraulic pressure supplied to the hydraulic servo, and a throttle opening that controls vehicle running. It is equipped with an accumulator control valve that inputs conditions and outputs accumulator control pressure, applies back pressure to the accumulator according to human power, and changes its positive characteristic, and if the manual valve is set to the D position, it will turn blue. and a frictional engagement element that is engaged when the manual valve is set at the R position, and which controls the automatic transmission for a vehicle according to vehicle running conditions including the set position of the manual valve. In the hydraulic control device, when the manual valve is set to the R position, the hydraulic pressure in the oil passage where the hydraulic pressure is generated is inputted to the accumulator control valve, and when the manual valve is set to the R position when the throttle opening is low. The accumulator control pressure is set to be higher than the accumulator control pressure when the manual valve is set to the D position.

Next, the present invention will be explained based on embodiments shown in the drawings.

Figure 4 shows a front engine, front drive type automatic heavy duty automatic transmission. This automatic transmission has fluid coupling 1
00, a first underdrive transmission 210 that is coaxially connected to the output shaft 101 of the fluid coupling 100 and performs three forward speeds and one reverse speed change, and is parallel to the first underdrive transmission 210. A gear 1 consisting of a second underdrive transmission 230 connected to each other to perform two forward speed shifts, and a differential gear 250 connected to the output shaft of the second underdrive transmission 11230.
, lane 200.

The fluid coupling 100 is a torque converter consisting of a pump impeller 102 connected to the output shaft of the engine, a turbine runner 103 connected to the output shaft 101, and a stator 105 fixed to the automatic transmission case via a one-way clutch 104. Yes, and includes a direct coupling clutch 106.

The output shaft 101 of the fluid coupling 100 is used as an input shaft, and a first underdrive is provided between the human power shaft and an output shaft 211 coaxially disposed to the left of the input shaft (left side in the figure, the same applies hereinafter). The transmission includes a first planetary gear set 220, a second planetary gear set 230, multi-disc clutches C1 and C2, a band brake B1, and a multi-disc rake that engage, release, or fix the components of these planetary gear sets. Frictional engagement devices such as B2, B3 and one-way clutches are arranged.

The first planetary gear set 220 includes a ring gear 222 connected to a cylinder 221 connected to the output shaft 101 of the fluid coupling via a multi-disc clutch C1, and a ring gear 222 connected to the output shaft 211 of the first underdrive transmission. A sun gear 223 formed at the right end (the right end in the figure, the same applies hereinafter) of the sun gear shaft 212 that is fitted and rotatably supported, a Kirelia 224 connected to the right end of the output shaft, and a ring gear 222 and a sun gear 223. A planetary gear 225 is held rotatably by the carrier 224 while meshing therebetween. A drum 226 is attached to the sun gear shaft 212 at its left end (left end in the figure) side wall in a state where the first planetary gear set 220 is housed, and the open right end of the drum 22G is connected to the multi-disc clutch C.
2 to the cylinder 221, and its outer periphery is fixed to the automatic transmission case via a handbrake B1. Moreover, the sun gear shaft 212 is
The intermediate part is a one-way latch F1 and the one-way clutch F
It is fixed to the automatic transmission case via a multi-disc brake B2 connected in series with the automatic transmission case.

The second planetary gear cellars 1 to 230 include a ring gear 231 connected to the left side of the output shaft 211 of the first underdrive transmission, a sun gear 232 formed at the left end of the sun gear shaft 212, and a one-way clutch. a carrier 233 fixed to the automatic transmission case via F2 and a multi-disc brake B3 parallel to the one-way clutch F2;
It consists of a planetary gear 234 meshed between the ring gear 231 and the sun gear 232 and rotatably supported by the carrier 233.

The output gear 213 of the first underdrive device 210 is fixed to the left end of the output shaft 211 of the first underdrive device, and the output gear 213 is fixed to the left end of the human power shaft 251 of the second underdrive device 250. It meshes with the fixed input gear 252.

The second underdrive device W250 includes an input shaft 251 parallel to the input/output shaft of the first underdrive device.
The third planetary gear set 260 and its components are engaged and released between the hollow output shaft 254 that is fitted onto the left end of the human power shaft 251, is rotatably supported, and is formed on the outer periphery as an output gear 255. Alternatively, frictional engagement devices such as a fixed multi-disc clutch C3, a multi-disc brake B4, and a one-way latch F3 are arranged.

The third planetary gear set 260 includes a ring gear 261 connected to the right side of the input shaft 251 of the second underdrive device, a ring gear 261 that is rotatably fitted on the input shaft 251, and a left side that is connected to the brake B4 and the brake. A sun gear 262 is formed at the right end of a sun gear shaft 253 fixed to the automatic transmission case via a one-way latch F3 parallel to the third planetary gear hit 260.
The right end is connected to the output shaft 254, and the end is connected to the transfer sun gear shaft 25 via a multi-disc clutch C3.
The governor drive gear 25 is connected to the left side of the
a carrier 263 connected to a drum 258 on which a parking gear 257 is formed; and a planetary gear 264 meshed between the ring gear 261 and the sun gear 262 and rotatably supported by the carrier 263. Consisting of

The differential gear 1r gear 270 is a driving large gear 2 that meshes with the output gear 255 of the second underdrive device.
71, differential 7 linear gear box 272, differential gear 213, output shafts 274 and 27 connected to drive wheels
Consists of 5.

FIG. 5 shows a hydraulic control device according to the present invention, in which hydraulic servos C-1 to C-1 actuate the clutches C1 to C3 and brakes 81 to B4, which are frictional engagement devices of the gear train 200 shown in FIG. Selectively supply and discharge hydraulic oil to C-3 and B-1 to B-4, and change the reduction ratio of the gear 1 lane.
do.

This hydraulic control device includes an oil reservoir 10, an oil pump 11,
Primary regulator valve 12, secondary regulator valve 13, throttle valve 14, kickdown valve 15, cup 1-back valve 17, thrower 1 to remodulator valve 18
, accumulator control valve 19, manual valve 3
0.2-3 shift valve 31, 1-2 shift valve 33.3-4
Shift valve 35, low coast modulator valve 37.2n
d course 1 - modulator valve 39, lockup signal valve 91, lockup control valve 93, accumulator 5
1.52.53.54.55, exhaust pressure relief valve 61,
Cooler bypass valve 62, first electromagnetic solenoid valve 11
, a second electromagnetic solenoid valve 72, a third electromagnetic solenoid valve 73, a check valve 1'A, a flow control valve formed by combining a refice and an orifice, a check valve, and an orifice inserted at various locations in the oil passage.

Consisting of an oil strainer.

The oil pump 11 is driven by an engine, sucks hydraulic oil from the oil reservoir 10 through an oil strainer 700, and discharges the pressure oil into the oil passage 1.

The primary regulator valve 12 has a spring 1 on one side.
A spool 120 with a spool 21 installed in front of it, and the spool 120
The regulator plunger 110 is connected in series to the spring 121 side of the regulator plunger 110 . The spool 120 has an orifice 8
01, the upper end (the upper end in the figure, the same applies hereinafter) land 125 that receives feedback of the output oil pressure, adjusts the communication area between the oil passage 1 and the oil passage 6, and drain port 12.
4 and 126 are loosely closed while maintaining a small gap (
The regulator plunger 110 has a large-diameter upper land 115 that receives line pressure input from the oil passage 5, and a land 127 (the lower side shown in the drawing, the same applies hereinafter), and a large-diameter upper land 115 that receives line pressure input from the oil passage 5. Throttle modulator pressure is applied from the oil passage 9B. The lower land 111 has a small diameter. The regulator plunger 110 is moved upwardly (upwards in the figure) by the line pressure, which is the input hydraulic pressure, and the throttle modulator pressure.
The same applies hereafter), which pushes the spool 120 upwards, causing the spool 120 to move from one side to the spring 1.
21 and the pressing force from the plunger 110, the output hydraulic pressure (
The line pressure of oil passage 1) is displaced, the communication area of oil passage 1 and oil passage 6 is adjusted, and the oil pump discharge pressure of oil passage C is adjusted to the line pressure according to the input oil pressure, and excess oil is removed. Supply the oil to the oil passage 6, and drain unnecessary excess oil to the drain port 12.
4 and 126. The drained oil returns to the oil reservoir 10 via the oil passage 8.

The secondary regulator valve 13 includes a spool 130 having a spring 131 disposed in front of it on one side. The spool 130 is connected from one side to a small diameter land 135 at the lower end in the figure.
The throttle modulator pressure applied through the oil passage 9B and the spring load by the spring 131 are received from the other side through the orifice 802 to the upper end land 133 and are changed by receiving feedback of the output oil pressure (hydraulic oil pressure in the oil passage 6). In response to these input oil pressures, the oil passage 6 and the lubricating oil supply oil passage 9 are
The area of communication with the drain oil passage 6D is adjusted, and the oil passage 6
The secondary pressure of is regulated to a predetermined fluid joint working oil pressure, the lubricating oil pressure of oil passage 9 is regulated, and excess oil is discharged to oil passage 6D. The oil discharged into oil passage 6D is olif, chair 80.
3 to the return oil passage 8 which communicates with the oil sump 10,
When the oil pressure in the oil passage 6D is high, the oil flows out from the oil passage 6D to the oil passage 8 via the relief valve 61 arranged in parallel with the orifice 803. Further, the lubricating oil supplied to the oil passage 9 passes through orifices 811 to 813 to the parts requiring lubrication $1-. 83.

The throttle valve 14 includes a spool 140 with a spring 141 installed in front of one side, a large-diameter land 142, an offshore-diameter land 143, and a small-diameter land 144.

The spool 140 receives a spring load from the spring 141 from one side, and a feedback hydraulic pressure of output hydraulic pressure (throttle pressure of the oil passage 9) which is input via the orinois 115 with a pressure-receiving area equal to the area difference between the lands 142 and 143. Land 143 and land 1 are input via oil path 9A.
The cup 1-back pressure from the cut-back valve 17 whose pressure-receiving area is the area difference between the cut-back valve 17 and the spool 14 is received from the other side.
0 and the kickdown valve 15 connected in series via a spring 151, the spring is displaced in response to a pressing force corresponding to the amount of depression of the throttle pedal, etc. According to the amount, the line pressure supplied from the oil passage 1 is regulated according to the throttle opening degree, etc., and outputted to the oil passage 9 as throttle pressure.

The kickdown valve 15 has a spool 150, and the spool 150 is linked to a throttle pedal, and a throttle cam 152 that rotates according to the amount of depression of the pedal applies a stress and a large diameter upper end land 153 from the oil path 9A. The spool 150 is pressed upward in the figure by the cutback pressure input between the small-diameter lower end land 155, and this causes the spool 140 of the throttle valve to be pushed upward in the figure with a pressing force according to the throttle opening and the cutback pressure. Press the throttle valve to increase the throttle pressure output from the throttle pressure valve.

The cutback valve 17 includes a spool 170 with a spring 171 installed in front of one side, and the spool 170 is set downward when line pressure is applied to the land from the other side via the oil passage 2A, and the spool 170 is set downward to connect the oil passage 9 and the oil. Connect road 9A and oil road 9A
Outputs cutback pressure from.

The throttle modulator 18 has a spring 181 on one side.
The spool 180 has a spool 180 provided in front of the spool 180.
receives the spring load of the spring 181 from one side and the throttle pressure applied from the oil passage 9 using the area difference between the intermediate land 183 and the lower end land 185 as an effective pressure receiving area, and receives the large diameter land 187 from the other side via the orifice 804. The output oil pressure (throttle modulator pressure in oil passage 9B) applied to the oil passage 9B is displaced in response to the C-dump, and the throttle pressure supplied from oil passage 9 via oil strainer 603 is transferred to oil passage 9B as throttle modulator pressure. Output as .

The accumulator control valve 19 includes a spool 190 with a spring 191 installed in front of it on one side, and a small-diameter plunger 19 connected in series with the spring 191 side of the spool.
2, the spool 190 receives the spring load from the spring 191 from one side, and the spool 1 from the oil path 9B.
The throttle modulator pressure applied between the lower end land 194 of the 90 and the plunger 192 and the line pressure applied to the plunger 192 via the oil passage 5C are received from the other side via the orifice 805 to the spool 19.
The upper end land 197 of 0 is displaced in response to the feedback of the accumulator control pressure which is the output oil pressure, and the line pressure supplied from the oil passage 1 is applied to the accumulator controller 1:.

Troll pressure and output to oil path 1K.

The manual valve 30 is a shift lever installed in the driver's seat.
A spool 300 interlocked with the spool 300 is provided. The spool is P(
Park), R (reverse), N (neutral), D (drive), S (second), and L (low). The passage 1 is connected to the oil passages 2 to 5.

Table 1 RNDSL Oil passage 2X X X OOO Oil passage 3x x X X OO Oil passage 4X X X X X Q Oil passage sx
The o x x x x2-3 shift valve 31 includes a spool 310 with a spring 311 installed in front of it on one side, and the spool 310 is connected to the left end land 313 of the subunil 310 from one side via the spring load of the spring 311 and the oil path 4. receives line pressure applied to the first
The solenoid pressure of the oil passage 2E, which is controlled by the electromagnetic solenoid valve 11 and applied to the right end land 315 of the spool, is applied and displaced.

a) Drain boat 304 with oil passage 4 having manual valve 30
When the line pressure is not generated in the core oil line 4 due to the pressure being discharged.

When the solenoid valve 71 is turned off and the solenoid pressure in the oil path 2F is at a high level, the spool 310 is set to the right side, and the spool 310 is set to the right side, and the oil path 1 and the oil path 1A, the oil path 3 and the oil path 3A, and the oil path 5 and the oil path 1B. The road 4 and the oil road 4A are connected respectively, and the third gear
The fourth gear oil path is in communication state. Solenoid valve 11 is O
When the solenoid pressure in oil passage 2E is at a low level, the spool 310 is set to the left, and oil passage 1, oil passage 1B,
The oil passage 3 and the oil passage 1A, the oil passage 5 and the oil passage 4A, and the oil passage 3Δ and the drain boat 312 are connected, respectively, and the first speed and second speed oil paths are connected.

b) When line pressure is applied from the oil passage 4 to the left end land 313 of the spool 310, the spool 310 is fixed to the right side.

The 1-2 shift valve 33 has a spool 330 with a spring 331 installed in front of it on one side, and the spool 330 receives the spring load of the spring 331 from one side and the line pressure applied from the oil path 1B to the left end land 333. It is controlled by the second electromagnetic solenoid valve 72 from the other side, and is displaced in response to the solenoid pressure of the oil passage 1H applied to the right end land 335 of the spool 330.

C) A drain boat 3 in which the oil passage 1B includes a 2-3 shift valve 31, an oil passage 5, a manual valve 30, and a manual valve 30.
When the pressure is exhausted through 02.

When the solenoid valve 12 is turned off, the solenoid pressure in the oil passage IH is at a low level, so the spool 330 is set to the right side, and the spool 330 is set to the right side, and the oil passage 5 and the oil passage 5C, the oil passage 2 and the oil passage 2A, the oil passage 3C and the hydraulic servo. The oil passages 3D connected to B-1 are connected to each other, and the oil passages of the second speed, third speed, and fourth speed are connected. When the solenoid valve 72 is turned on, the solenoid pressure in the oil passage 1H becomes high level, so the spool 330 is set to the left side and connects the oil passage 4C, the oil passage 5C, the oil passage 2A and the drain boat 335, and the oil passage 3D and the drain boat 337. They communicate with each other, forming the communication pattern of the first speed oil passage.

d) The sharpening spool 330 to which oil pressure (line pressure) is supplied to the oil passage 1B is fixed on the right side.

The 3-4 shift valve 35 has a spool 350 with a spring 351 on its back, and the spool 350 applies the spring load of the spring 351 from one side to the land 353 at the left end in the figure via the oil passage 1A. From the other side, the right end land 355 in the figure receives the lenoid pressure of the oil passage 1H and is displaced.

e) When the pressure in the oil passage 1A is exhausted via the 2-3 shift valve 31, the oil passage 3, the manual valve 30, and the drain boat 304 provided on the manual valve 30.

When the second solenoid valve 72 is turned OFF and the solenoid pressure in the oil path 1H is at a low level, the spool 350 is set to the right side, and the oil path 1D is connected to the oil path 1 and the hydraulic servo 3-4.
At the same time, oil channel 1R is connected to drain boat 35.
4, and the communication pattern of the fourth speed oil passage is obtained.

When the solenoid valve 72 is turned ON and the solenoid pressure in the oil passage 1H reaches a high level, the spool 350 is set to the left side, and the oil passage 1 and the oil passage 1R are connected, and the oil passage 1D is connected to the drain boat 355 and the oil passage 1D is connected to the drain boat 355. This is the communication pattern for the 3rd gear oil passage.

f) When oil pressure (line pressure) is supplied to the oil passage 1A, the spool 250 is fixed to the right in the figure.

The low coast modulator valve 37 is provided between the 2-3 shift valve 21 and the 1-2 shift valve 23, and is a friction engagement element (brake B3) that is engaged when the shift lever is set to the L position. ) The hydraulic pressure supplied to the hydraulic servo is lowered by a predetermined pressure from the line pressure.

The 2nd coast modulator valve 27 is provided between the 2-3 shift valve 21 and the 1-2 shift valve 23, and is a friction engagement element (brake) that is engaged when the shift lever is shifted to the 2nd position. The oil pressure supplied to the hydraulic servo (81) is lowered by a predetermined pressure from the line pressure.

The accumulator 51 communicates with the oil passage 2 via a flow rate control valve 704, and the hydraulic servo C-1 of the clutch C1.
Akicomulator 52 is attached to the oil passage 2C that connects to the
is the oil passage 1 which communicates with the oil passage 1 via the 2-3 shift valve 31.
B, is attached to the oil passage 1C connected to the oil passage 1B via the flow rate control valve 803 and connected to the hydraulic servo C-2 of the clutch C2; The accumulator 54 is connected to the oil passage 2B which communicates with the oil passage 2A through the flow control valve 803 and which also communicates with the hydraulic servo B-2 of the brake B2. The oil passage 1 communicates with the oil passage 1D that communicates with the hydraulic servo B-4 of the brake B4 via the flow control valve 804.
F, the accumulator 55 communicates with the oil passage 1R, which communicates with the oil passage 1 via the 3-4 shift valve 25, via the flow control valve 805, and also connects the oil passage 1R with the oil passage 1R, which communicates with the oil passage 1 via the 3-4 shift valve 25, and the oil pressure servo C-3 of the clutch C3. It is attached to road 1G. These accumulators, together with the flow control valves, adjust the rate of pressure increase of the hydraulic pressure generated in the 8 oils, so that the pressure increase characteristics of the hydraulic pressure supplied to each hydraulic servo are properly controlled and the engagement of the clutch or brake is smoothed. At the same time, the timing of engagement is adjusted. Also accumulators 52, 53 and 5! ) spool is oil path 1
Accumulator control pressure, which is the output oil pressure of the accumulator control valve, is input from K as back pressure.

The lock-up signal valve 91 has a spring 91 on one side.
The spool 910 has a spool 910 on which the spool 1 is placed behind, which receives the spring load of the spring 910 from one side, communicates with the oil passage 1 through the orifice 805 from the other side, and is controlled by the third electromagnetic solenoid valve 73. It is activated by the solenoid pressure in the oil passage 1J.

When the solenoid valve 73 is OFF, the solenoid pressure in the oil passage 1J is at a high level, so it is set to the lower side to connect the oil passage 2A and the oil passage 2D, and when the solenoid valve 73 is ON, the solenoid pressure in the oil passage 1J is set to the lower side. is reversed to a low level, so the spool 910 is set upward, and the oil passage 2D is connected to the tray port 915, and the pressure is exhausted.

The lock-up clutch control valve 93 has a small-diameter plunger 932 with a spring 931 installed in front of it on one side, and a spool 930 inserted in series with the plunger 932.
The spool 930 receives the spring load of the spring 931 from one side via the plunger v932 and the plunger 9.
32 receives the line pressure that is constantly applied from the oil passage 1, and from the other side, the upper end land 931 in the figure receives input oil pressure (line pressure) from the oil passage 2D and is displaced. When the solenoid valve 73 is turned ON and hydraulic pressure is generated in the oil passage 21, the spool 300 is set downward in the figure, and the oil passage 6 and the oil passage 6 are
B is connected and oil path 6Δ and drains 1 to 9 are connected.
33 and the direct coupling clutch 10G are engaged, and when the solenoid valve 73 is turned OFF and the pressure in the oil passage 2D is exhausted, the spool 930 is set to the upper side and the oil passage 6 and the oil passage 6 are connected to each other.
A and the oil passage 6B communicate with the cooler circuit 6C.

The cooler bypass valve 72 is provided in the cooler circuit 6C,
When the oil pressure in the cooler circuit 6C exceeds a set value, the oil pressure is leaked to protect the oil cooler.

In this hydraulic control device, electromagnetic solenoid valves 71 to 73 are turned on and off depending on the manual valve setting position made by the vehicle driver and the output of an electronic control circuit (to be described later), and the automatic transmission shown in FIG. Automatically changes gears to 4 forward speeds and 1 reverse speed.

Table 2 Solenoid valve Clutch Brake 0WC71727
3C+C2Ct BI32 gift [3, F, F, F-.

p QXX XXX XXX○ ×××R○×
× XOX ××O○ ××× N O×××××××O××X l5t○xx □xx xxx○ ×OΔ2nd
00◎ O×× XOX00×△D3rdXO◎ oO
× ×○×○ ××△4jllXX◎ ooo x○
×××××ISt○×× QXX X, XXQ X
QΔ2nd 00◎ O×× O○×○ Δ×Δ53r
dx○◎ OQ× ×OxO××△(3rd) XX
X 00× ×OXO××Δ1stQxx ○××
××○○ ×Δ△shi 2nd ○○× ○xx
OOX○ △×Δ(1st)xxx □xx
xxO○ ×△△In Table 2, ○ indicates that the electromagnetic solenoid valve is ON, the brake is engaged, or the one-way clutch is locked, and X indicates that the electromagnetic solenoid valve is OFF, the clutch or brake is released, Each free state of the one-way clutch is shown, ◎ shows the engaged state of the direct clutch, and △ shows the state where the one-way clutch is free during coasting (driving state other than engine drive driving).

Next, the operation of the control device for the electronically controlled automatic transmission of this embodiment at the set (shift) position of each manual valve will be explained.

b) When the manual valve 30 is shifted to the D range.

As shown in Table 1, oil pressure is supplied to the oil passage 2, and line pressure is thereby supplied via the flow control valve 801 and the oil passage 2C, and the clutch C1 is engaged. When running in the first speed, as shown in Table 2, the solenoid valve 71 is energized, (ON) the solenoid valve 12 is de-energized, and the spool 33 of the valve 33
0 is on the left side and is oil passage 3 that connects to brakes B1 and B2.
D, 2A is an oil path 5C which is exhausted and connects to brake B3.
Since oil 11 is not supplied to brake 81.82
．． 83 has been released. When the vehicle speed reaches a preset value, the solenoid valve 72' is energized by the output of the computer, and the solenoid pressure in the oil passage 1H, which is the control oil pressure for the 1-2 shift valve, is reversed to a low level, so that the 1-2 shift valve is activated. The spool 330 of No. 33 moves to the left side, and the oil passage 2.1-
Hydraulic pressure is supplied through the second shift valve 220, oil passage 2A, flow rate control valve 803, and oil passage 2B, and the brake B2 is engaged and the second
This is because a shift to speed occurs. To upshift to 3rd gear, when the vehicle speed, throttle opening, etc. reach predetermined values, the solenoid valve 71 is de-energized by the output of the computer, the spool 310 of the 2-3 shift valve 31 moves to the left, and the oil Road 1.2
Hydraulic pressure is supplied through the -3 shift valve 31, oil path IB, flow rate control valve 802, and oil path 1C, and the clutch C2 is engaged, and at the same time, the spool 222 of the 1-2 shift valve 220 is connected to the oil path 1B.
It is fixed to the right side (second speed, third speed, and fourth speed side) by line pressure supplied from the left end land 333 to the left end land 333.

For upshifting to 4th gear, as above, the solenoid valve 12 is de-energized by the computer output, and the oil passages 1H to 3-4 are de-energized.
3-, which was supplied to the right end land 355 of the shift valve 35.
The solenoid pressure, which is the control oil pressure for the 4-shift 1~valve, is reversed to a low level, the spool 350 of the 3-4 shift valve moves to the right, the oil path 1R is evacuated, and the oil pressure is supplied to the oil path 1D. Clutch C3 is released and brake B4 is engaged.

The Aki 1 mulator control valve 19 is connected to the oil passage 5 as described above.
Since no oil pressure is generated at C, it is controlled by the throttle modulator pressure input from oil passage 9B, and becomes pac(1) as shown in FIG.

口) When the manual valve 30 is in the 2nd range.

As shown in Table 1, line pressure is supplied to oil passage 3 in addition to oil passage 2. In 1st, 2nd, and 3rd speeds, the same shift as in the D range described above occurs, but oil passages 1, 2-3 shift valve 31, and oil passages 1A pass through 3-4 shift 1 to the left land of the valve spool. Since line pressure is applied to 353 and the spool 350 is fixed to the left side, no shift to fourth speed occurs. In addition, if the manual valve 30 is in the 0 position and you manually shift to D-2 while driving in 4th gear, as described above, the left end land 353 of the spool
When line pressure is introduced into the engine, a downshift to second gear 1- is immediately performed. In this case, oil line 3.2-3 shift valve 31
, oil passage 3A, low coast modulator valve 39, orifice 807.1-2 shift valve 33, and oil passage 3D, low coast modulator pressure is supplied to hydraulic stop B-1 of brake B1, and brake B1 is loosely engaged. 2nd speed, where engine braking is effective, is obtained.

c) When the manual valve 30 is set to the first position.

In addition to the oil passages 2 and 3, line pressure is also supplied to the oil passage 4. The first speed is the same as when the manual valve is in the D range, and the spool 310 of the 2-3 shift valve 31 is fixed on the right side. In addition, in the first speed, the oil passage 4, the J-3 shift valve 31. Oil passage 4A, 2nd D-stroke modulator valve 37,
The 2nd coast modulator pressure is supplied to the hydraulic servo B-3 of the brake B3 through the oil passage 4B, the 1-2 shift valve 33, and the oil passage 5C, and the brake B3 is engaged to obtain the first speed in which the engine brake is applied. It is done like this. Also, if you manually shift to 2nd range while driving in 3rd gear,
Once the speed has been reduced to the predetermined speed, the computer output energizes solenoid valve 11, causing a 3-2 downshift.

2) When the manual valve is set to N or 1st position.

Line pressure is not supplied to any of the oil lines 2 to 5,
The first solenoid valve 71 is ON, the second solenoid valve 7
The line pressure of the oil passage 1H communicating from the oil passage 1 via the orifice 8 () 6 is applied to the right end lands 335 and 355 of the 1-2 shift valve 33 and the 3-4 shift valve 35, both of which are turned off. The spool 330 is set on the left side (1st side), and the spool 350 is connected to the oil path 1.2-3 shift valve 31.
Since the line pressure is supplied from the oil passage 1A to the left land 353, the oil passage 1 is set on the right side (1st speed, 3rd speed side).
．． 3-4 shift valve 35, oil path ID, flow control valve 804,
Line pressure oil is supplied through the oil passage 1E, and only the brake D4 is engaged, and is in a neutral state.

e) When the manual valve is set to the R position.

Oil passage 1 and oil passage 5 communicate, oil passages 3 and 4 are depressurized, first solenoid valve 11 is turned on, and second solenoid valve 72 is turned on.
It is FF. The spool of the 2-3 shift valve 31 is set on the right side and line pressure is generated in both oil passages 1B and 1A, so the 1-2 shift valve 33 and 3-4 shift valve 3
Both spools 330 and 350 of No. 5 are fixed on the right side, and are connected to clutch C2, brake B3 and brake B4.
is engaged to obtain the reverse traveling state.

At this time, the oil passage 5.
Line pressure is supplied to C, and the accumulator control valve 19 is controlled by the line pressure input from the oil passage 5C and the throttle modulator pressure input from the oil passage 9B. In this embodiment, the spool 190 is fixed upward by the line pressure applied from the oil passage 5CP, and the accumulator controller 1 to roll pressure Pac(2) becomes equal to the line pressure as shown in FIG.

f) When the manual valve is shifted to N-R.

When oil pressure is supplied to the oil passage 5 where no oil pressure was generated in the N position, line pressure is supplied to the clutch C2 and brake B3 via the oil passage 5.1-2 shift valve 33 and the oil passage 5C. At the same time, from oil path 5C to the accumulator,
Line pressure is input to the plunger 192 of the control valve 19, and the spool 190 is displaced upward via the plunger 192. As a result, the oil passage 1 is connected to the oil passage 1, and an accumulator control pressure equivalent to the line pressure is generated in the oil passage 1K regardless of the throttle modulator pressure. The accumulator control pressure output to the oil passage 1K is input to the accumulator 52 as back pressure, and is supplied to the oil passage 1C via the oil passage IB and the flow rate control well 802. The operating pressure of hydraulic servo C-2 is shown in Figure 3 (2)
The level is raised as shown in Fig. 3, and the multi-disc clutch C2 is engaged earlier to rapidly increase the output shaft torque as shown in Fig. 3 (b).
The sword prevents shock from occurring.

The manual valve 30 is shifted to each range of L, line pressure is generated in the oil passage 2, and the 1-2 shift valve 33 is shifted to the second range.
When set to the high speed side, line pressure is generated in the oil passage 2A, and the line pressure is supplied to the upper end land 937 of the spool of the lockup control valve 93 via the lockup signal valve 91. This line pressure causes the third solenoid valve 7 to
3 is energized and the oil pressure in the oil passage 1J is at a low level, the spool 910 of the lock-up signal valve is set to the upper side, and the spool 930 of the lock-up control valve 43 is thereby moved to the lower side, causing the oil passage 6 and the oil pressure to be lowered. The lock-up clutch 106 provided in the torque converter 100 is engaged, and the torque converter 100 is in a directly connected state. Either no line pressure is generated in the oil passage 2A, or even if line pressure is generated in the oil passage 2A, the solenoid valve 13 is de-energized, high-level solenoid pressure is generated in the oil passage 2J, and the oil pressure in the oil passage 2D is transferred via the drain boat 915. When the pressure is exhausted, the spring 931 and the plunger 1-9
The spool 930 is located at the lower position in the figure due to the line pressure applied to the spool 32 .

While the spool 930 is located at the lower side in the figure, the oil passage 6 is in communication with the oil passage 6Δ, and the torque converter direct coupling clutch 106 is released. The solenoid valve 13 is energized by a computer, which will be described later, when the vehicle speed and throttle opening are greater than set values.

The first and second solenoid valves 7 depending on the vehicle running condition.
1. The electric control circuit (computer) that opens and closes 72 and 73 as shown in Table 2 will be explained based on FIG.

The electronic control circuit includes a power supply device 420, vehicle speed and thrower I.
- A computer circuit 400 that connects the valve opening detection device to the drive of the solenoid valves 11 and 12. Power supply @42
0 is connected to the battery via a switch 421, and is passed through a connection 520 from a position switch 422 installed on the manual lever. 2. L position setting and v
3@ 521 is connected to the power supply (constant voltage power supply device) 423, and connected from the sour supply 423.
A constant voltage is supplied to each component of the computer 400 through 523. The computer circuit 400 includes a vehicle speed detection device 401, a waveform amplification and shaping circuit 402, a DA (digital to analog) conversion circuit 403, a throttle position switch 413, a throttle opening voltage generation circuit 414.
1-2 shift discrimination circuit 404.2-3 shift discrimination circuit 4
06.3-4 Shift determination circuit 408, hysteresis circuit 405, 407, 409, solenoid valve 71 opening/closing determining circuit 410, solenoid valve 72 opening/closing determining circuit 412, solenoid valve 73 opening/closing determining circuit 424, N-D shift signal generator 415 , timer 411, amplifier 416.417.
425, consisting of solenoid valves 71, 72, 73. The vehicle speed detected by the vehicle speed detection device 401 becomes a sine-shadow signal, which is shaped and amplified into a positive rectangular wave signal by a waveform amplification and shaping circuit 402, and converted into a DC voltage signal according to the vehicle speed by a DA conversion circuit 403. The throttle position switch 413 that detects the engine load condition is composed of a variable resistor that corresponds to the throttle opening, and the signal corresponding to the throttle opening is converted into a DC voltage by the throttle opening voltage generation circuit 414, and is used for 1st and 2nd shift discrimination, respectively. Circuit 404.2-3
Shift determination circuit 406.3-4 enters shift determination circuit 408. Each discrimination circuit compares the magnitude of the vehicle speed voltage signal and throttle opening voltage signal using, for example, a differential amplifier circuit, and sets the condition for 1-2 shift, 2-3 shift, or 3-4 shift. do. Hysteresis circuit 405.401
．． 409 are respectively 2-1 shift, 3-2 shift, 4-
This is to provide downshift conditions for each of the three shifts, so that each downshift is performed at a slightly lower vehicle speed than the shift point at the time of upshifting, and hunting is prevented in the shift range. The solenoid valve 71 opening/closing determination circuit 410 is set to 0 (OF) by the output of the 2-3 shift determination circuit.
F> or 1 (ON) is generated to open and close the solenoid valve 71 via the amplifier 416. The solenoid valve 72 opening determination circuit 412 is the 1-2 shift determination circuit 4.
04.3-4 Output of shift determination circuit 408 and tie °? An output of 0 or 1 is generated by the output of the N-D shift signal generator via -411, and the solenoid valve 72 is opened/closed via the amplifier 411. The solenoid valve 73 opening/closing determination circuit 424 is a 1-2 shift determination circuit 404.2.
-3 shift discrimination circuit 406.3-4 shift discrimination circuit 40
8 is input to open and close the solenoid valve 73 via the amplifier 425 when the vehicle speed and throttle opening degree at each gear stage programmed in advance are reached while the vehicle is running at the second speed or higher.

In this configuration, the driving conditions change depending on the setting position of the manual valve at each gear stage as follows.

A) At the time of 1st (first speed), the first solenoid valve 71 is ON (energized) and the second solenoid valve 72 is OFF (de-energized).

D position... (1) Engine brake is not effective.

2nd position... (1) Same as D position.

(2) The spool 310 of the 2-3 shift valve 31 is connected to the oil path 4
Since this hydraulic pressure is applied to the left end land 313, the right side (first
．． 2nd gear).

L position... (1) Same as S position.

2) 〃 (3) Due to (2>-), the 1st gear state can be obtained regardless of whether the first solenoid valve 11 is ON or OFF.However, if the C computer fails, it will be set to the HIGH position. This allows the vehicle to start in the first gear.

[3) At the time of 2nd (second speed), both the first solenoid valve 71 and the second solenoid valve 72 are turned on.

D position... (1) Engine brake is not effective.

S position...1) Engine brake does not work because brake B1 is engaged.

C) L position...(1) Same as S position.

3rd (third speed), the first solenoid valve 71 is OFF and the second solenoid valve 1
2 is turned off.

D position...(1) Engine brake is effective.

2nd position...(1) D4i1. Same as above.

(2) Since the oil pressure of the oil passage 3 is applied to the left land of the spool 350 of the 3-4 shift valve 35 via the 2-3 shift valve 31 and the oil passage 1A, the 0N1 of the second solenoid valve 72
3rd gear is maintained regardless of OFF. Therefore, if the computer fails, it will be in third gear.

[)) At the time of 4th (fourth speed), both the first and second solenoid valves 11 and 72 apply engine braking only at the 0FF1D position.

The above is shown in Table 3.

Combiator failure position 1st→2nd 4 (3rd) −+ (
4th) 4th 2nd place [1st→(,2nd)→
(3rd) 3rdl-position (1st
> −+ (2nd) 1sj():
FIG. 7 in which engine braking is effective is shown in another embodiment.

In this embodiment, the oil pressure of the oil passage 5 is used as the input oil pressure of the accumulator control valve 19 instead of the oil pressure of the oil passage 5C.

FIG. 8 shows yet another embodiment. In this embodiment, the check valve ysoj is used, and the accumulator control valve 1
As the input oil pressure of 9, the oil pressure of oil path 5 or oil path 5C, the throttle modulator pressure, or the throttle pressure is set so that high pressure is manually inputted via oil path 751. As a result, the 7-curator control pressure becomes as shown in pac(3) in Figure 2, and the hydraulic servo C-2 at this time
The oil pressure change is as shown in (3) in Fig. 3, and the fluctuation in the output shaft torque is as shown in (C) in Fig. 3.

As described above, the hydraulic control device for an automatic transmission according to the present invention inputs medium running conditions such as the hydraulic pressure source, vehicle speed, and throttle opening, and controls the hydraulic pressure source and the components of the gear train to change the reduction ratio. A shift valve that switches the connection between the engagement device and the hydraulic servo that engages, releases, or fixes, and has predetermined setting positions such as N (neutral), D (drive), and R (reverse), and is connected to the hydraulic source. a manual valve that communicates with a predetermined shift valve or a predetermined hydraulic servo; an accumulator that adjusts the pressure increase rate of the hydraulic pressure supplied to the hydraulic servo; and an accumulator control pressure that is output to the accumulator according to the throttle opening; In a hydraulic control device for an automatic transmission with an accumulator control valve that changes characteristics of an accumulator according to an input, when a manual valve is set to the R position, the hydraulic pressure in an oil passage where hydraulic pressure is generated is inputted to the accumulator control valve. Since the accumulator control pressure when the manual valve is set to the D position is increased compared to the accumulator control pressure when the manual valve is set to the R position, the pressure regulation function of the accumulator in the D position is maintained, and the pressure of the manual valve is increased. Shock during N-R shift 1 can also be prevented.

[Brief explanation of drawings]

Figure 1 is a hydraulic circuit diagram of a conventional accumulator control valve, Figure 2 is a graph showing accumulator control pressure characteristics, Figure 3 is a graph showing hydraulic servo boost characteristics and output shaft torque changes, and Figure 4 is a graph showing front engine 5 is a hydraulic circuit diagram of the hydraulic til control device of the present invention, FIG. 6 is a block diagram of the electronic control circuit, and FIG. 7 is another embodiment of the present invention. FIG. 8 is a hydraulic circuit diagram of a hydraulic control device according to still another embodiment. 19 in 1 figure
...Accumulator control valve 52...Accumulator agent Kenji Ishiguro Fig. 4 Fig. 6

Claims (1)

[Scope of Claims] 1) Friction for engaging, disengaging, or fixing the hydraulic power source and gear train components in order to change the reduction ratio by human-powered vehicle running conditions such as a hydraulic power source, vehicle speed, and throttle opening. A shift l-valve for switching the connection between the engagement device and the hydraulic servo;
A manual that is operated manually and has predetermined setting positions such as N (neutral), D (drive), and R (reverse), and switches communication between the hydraulic power source and a predetermined shift valve or a predetermined hydraulic servo; The accumulator adjusts the pressure increase rate of the hydraulic pressure supplied to the servo, and the accumulator control pressure is output by inputting vehicle driving conditions such as throttle opening, and back pressure is applied to the accumulator according to the input to change its pressure regulation characteristics. It is equipped with an accumulator control valve, etc., and a manual valve is D.
It has a frictional engagement element that is engaged both when the manual valve is set to the R position and when the manual valve is set to the R position, and controls the automatic transmission for a vehicle according to vehicle running conditions including the set position of the manual valve. In the hydraulic control device for an automatic transmission, when the manual valve is set to the R position, the hydraulic pressure in the oil passage where hydraulic pressure is generated is inputted to the accumulator control valve, and when the throttle opening is low, the manual valve is set to the R position. A hydraulic control device for an automatic transmission, characterized in that an accumulator control pressure when the manual valve is set to the D position is set higher than an accumulator control pressure when the manual valve is set to the D position.