JPS5855381B2 - How to make a difference in your life - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a hydraulic control device for an automatic transmission of an internal combustion engine vehicle that uses an automatic transmission with a torque converter, and specifically relates to a hydraulic control system for a hydraulic servo device in an automatic transmission for an internal combustion engine vehicle. This invention relates to the control of back pressure of an accumulator device installed in an accumulator device.

An object of the present invention is to provide a novel hydraulic control device for an automatic transmission, which reduces shocks during gear changes and shifts in an eye-operated transmission with torque converter, and improves riding feeling for passengers of internal combustion engine vehicles. It is on offer.

2. Description of the Related Art Conventionally, an accumulator is increasingly used in an automatic transmission equipped with a torque converter of an internal combustion engine vehicle in order to reduce the shock that occurs when changing gears or shifting.

Generally speaking, the hydraulic pressure or back pressure applied to the accumulator is simply line pressure or throttle pressure.

However, this method does not fully achieve the purpose of shock reduction, so a valve called a backpressure control valve is installed to finely control the engine load, so the hydraulic pressure generated by this valve, i.e., the back pressure, is The present applicant previously filed Japanese Patent Application No. 49-92005 for a method of significantly reducing the shock by applying pressure to the accumulator.

However, the present invention aims to more precisely control back pressure to more smoothly reduce shocks during gear changes or shifts in an automatic transmission equipped with a torque converter.

That is, the throttle pressure (Plh
As shown in FIG. 1, the relationship between back pressure pressure (Pb) and back pressure (Pb) always shows the same oil pressure curve regardless of the line pressure until the slot pressure reaches the set value P1ho.

Therefore, if one accumulator is to be used for two or more operations, for example, an accumulator for a servo device consisting of a forward range servo device and a reverse range (R range) servo device may be used. If the forward range and reverse range generally require different hydraulic characteristics, line pressure Pl is higher in reverse than in the forward range, so If back pressure having the same hydraulic curve characteristic shown in FIG. 1 is applied in common to both ranges that require different hydraulic characteristics as described above, it cannot be said to be optimal for shock reduction.

In other words, the accurator is caused by oil flowing into the volume.
In order to control the hydraulic pressure in the circuit for a certain period of time, it is necessary to change gears while the accumulator is operating.

In general, in reverse range, compared to other ranges,
Since the gear ratio is large, a large frictional engagement force is required.

For this reason, the line oil pressure Pl is increased.

In this case P, l? If the back pressure of the accumulator remains the same even though the gear shift is high, the working pressure and the back pressure will be balanced and the accumulation action will be completed by the time the gear shift is completed, and a sudden hydraulic pressure will be applied to the friction engagement device.

This sudden increase in oil pressure prevents smooth engagement of the frictional engagement device, resulting in a large shock.

Therefore, we focused on obtaining the optimal back pressure according to the operating range of the transmission of the present invention. Specifically, when shifting from the N range or P range to the R range, the back pressure is increased. This allows for even better shock reduction and optimal feel.

Therefore, the present invention provides an accumulator device in the hydraulic circuit to the servo device of an automatic transmission equipped with a torque converter of an internal combustion engine vehicle, and provides a control device for mitigating the shock at the time of shifting or shifting, by reducing the back pressure applied to the accumulator. As shown in FIG. 2, 3,2. Runge and R
- There is a difference between the P range and the R-P range.
3.2. It is an object of the present invention to provide a novel hydraulic control device for an automatic transmission in which a back pressure control valve having a characteristic of applying a higher back pressure to the accumulator than a lunge is provided in the hydraulic circuit. .

That is, the gist of the present invention is to provide an automatic transmission that achieves a required gear stage by appropriately switching the supply of hydraulic pressure to a plurality of hydraulic servo devices, and an accumulator device is provided in the circuit to the hydraulic servo devices. At the same time, a back pressure control valve is provided to regulate the back pressure to the accumulator device, and the back pressure control valve is controlled by the throttle pressure generated in accordance with the engine load. A hydraulic control device for an automatic transmission is characterized in that a back pressure control valve is configured such that back pressure is high in a shift range setting range.

Embodiments of the present invention will be described below with reference to the accompanying drawings.

The present invention is a hydraulic control device for a combination of a gasoline engine, a diesel engine, and an automatic transmission.
Here, a four-speed automatic transmission is shown as an example.

First, the configuration and operation of the gear train will be described.

Structure of Gear Train FIG. 3 shows an example of a gear train to which the hydraulic control device according to the present invention is applied.

Table 1 shows the relationship between engagement and disengagement of each part of the gear train.

In FIG. 3, the gear train consists of three sets of single planetary gear mechanisms 1. It is equipped with Il and III.

Each of those sets is sun gear S1 + S2 s S
3: Pinion gear p1. p2. p3; ring gear r1
+ r2 + r3.

Sun gear s3 and input shaft 30 of the third single planetary gear mechanism ■
41 refers to the front clutch 30 via the intermediate shaft 3042.
16.

Further, the sun gear s3 meshes with a pinion gear p3, and this pinion gear p3 further meshes with a ring gear r3.

Interposed between the ring gear r3 and the transmission case 3043 are a one-way clutch 3044; a fast brake 3034 that is engaged when the vehicle is in first gear; and a reverse brake 3045 that is engaged when traveling in reverse.

The carrier c3 that rotatably supports the pinion gear p3 is coupled to the ring gear r1 of the first single planetary gear mechanism (2) and the carrier c2 of the second single planetary gear mechanism (2), and is also coupled to the output shaft 3040.

The ring gear r2 of the second planetary gear mechanism ■ and the sun gear s3 of the third planetary gear mechanism ■ are coupled, and the ring gear r
2 meshes with a pinion gear p2 rotatably supported by the carrier c2.

This pinion gear p2 meshes with a sun gear s2, and this sun gear s2 is further coupled to an input shaft 3041 via a carrier clutch 3035.

The sun gear s1 of the first planetary gear mechanism I and the sun gear S2 of the second planetary gear mechanism (2) are coupled and rotate together.

Carrier c1 applies the second brake 301 when in second gear.
Fixed by 5.

Sun gear SL” 2 is third brake 3 when in 3rd gear.
Fixed by 031.

Operation of the Gear Train In the case of the first speed in the D range, the front clutch 3016 is engaged, and the power of the input shaft 3041 is transmitted to the sun gear s3 of the third planetary gear mechanism (2) via the intermediate shaft 3042.

Since the first brake 3034 is engaged, the ring gear r3 cannot rotate, so the carrier c3 is rotated at a reduced rotational speed, and the first speed rotation is output to the output shaft 3040.

In the case of the second speed of the D range, the second brake 3015 is engaged, so the carrier C1 is fixed, and the power decelerated by the first planetary gear mechanism I is applied to the output shaft 3040, and the speed is lower than that of the first speed. The accelerated rotation is taken out to the output shaft 3040 to obtain the second speed.

In the case of the third speed of the D range, the third brake 3031 is engaged and the sun gear s1. Fix s2.

The power reduced by the second planetary gear mechanism ■ is transferred to the output shaft 304.
0 and the rotation speed increased compared to the second speed is taken out to the output shaft 3040, and the third speed is achieved.

In the case of the fourth speed in the D range, both the front clutch 3016 and the rear clutch 3035 are engaged, so the three planetary gear mechanisms I, If, and I[[ rotate integrally.

Therefore, the rotation of the input shaft 3041 is directly transmitted to the output shaft 3040 without being decelerated.

In the N (neutral) range, both the front clutch 3016 and the rear clutch 3035 are in a disengaged state, so the rotation of the input shaft 3041 is not transmitted to the output shaft 3040.

In the R (reverse) range, the rear clutch 3035 is engaged and the rotation of the input shaft 3041 is controlled by the sun gear S1. s
2, and the rotation in the opposite direction to the rotation direction of the human power shaft 3041 is transmitted to the sun gear s3 via the pinion gear p2 and ring gear r2.Since the reverse brake 3045 and the fast brake 3034 are engaged, the rotation of the ring gear r3 is The carrier c3 is fixed and rotates in the opposite direction.

Further, the gear ratio at each speed is as follows.

Next, FIGS. 4a to 4c show each part of an embodiment of the hydraulic control system for an automatic transmission according to the present invention, and when these figures are connected in order from the left, they form an overall view.

First, we will explain the structure and operation of the back pressure control valve, which is the main point of the present invention, and the accumulator for preventing gear shift shock, to which pressure oil regulated by the valve is supplied as back pressure. Explain the control device in general.

Back Pressure Control Valve 100 As mentioned earlier, the present invention relates to a hydraulic control device using a back pressure control valve in a combination of an internal combustion engine and an automatic transmission. However, as an example, an embodiment using a four-speed automatic transmission shown in FIGS. 4a to 4c will be described.

In FIG. 4c, indicated generally by the numeral 100 is one embodiment of a back pressure control valve.

Piston 101 has four lands 102, 103, 104
, 105, and the relationship between their respective diameters α, β, γ, and δ is α〈
β=γ<δ.

At the head of the land 102, line pressure from a line pressure regulator valve 500 (described later) is introduced into the oil chamber 106 through an oil passage 112 and acts to push the piston 101 downward in other than the R-P range. There is.

The land 105 is pushed upward by a spring 107.

Port 108 is line pressure regulator valve 5
It is tied to 00 and the line pressure is always supplied.

Port 109 and port 110 are connected by an oil passage 116, which is led to a second brake accumulator 200, a third brake accumulator 300, and a rear clutch accumulator 400 through an oil passage 117, and back pressure is applied to these. Introduced into each accumulator.

Also, port 11 facing lands 104 and 105
1 is connected to the drain so that no hydraulic pressure is generated at this port.

Further, an oil chamber 114 in which the spring 107 is located communicates with the throttle valve 20 through an oil passage 113.

To explain the action of the back pressure control valve, except for the P-R range, that is, D; 3.2,
In Lunge, oil chamber 1 facing land 102 of piston 101
Line pressure Pl enters into 06 from oil passage 112 and acts to push the piston downward, while throttle pressure P is led from below to oil chamber 114 from oil passage 113.
th acts on the land 105 and pushes the piston 101 upward together with the spring 107 provided in the oil chamber 114, so that the piston 101 is balanced in the state shown at 100 in FIG. 4c.

In this case, assuming that the hydraulic pressure receiving areas of lands 102, 103, 104, and 105 are C, A, A, and B, respectively, land 102 has PJI? acts, C-Pl+A-PB-C-PB+B-Pth+W.

Pth < Pth and W on the drum.

is the spring load. If the throttle pressure is preset Pt1i.

When this happens, the piston 101 is pushed upward and stops at the position where the land 102 abuts against the valve body, so the line pressure passes between the lands 103 and 104 of the piston 101 and directly enters the PB. Therefore, the above relationship is shown in Figure 2.

In other words, the relationship between the slot oil pressure Pth and the back pressure PB in the first gear state at D, 3°2 and lunge is expressed by the line ■
The back pressure PB in a state other than 1st gear is as follows.
The relationship is as shown by line I.

Next, in the R-P range, P/ no longer acts on the land 102, so when the throttle pressure exceeds the preset throttle pressure, the line pressure Pl will be lower than in the other ranges. Therefore, the Pth'Pl characteristic shows the characteristic (2) in FIG.

To summarize, the characteristics of ■, which is high back pressure in the PR range, are 1), 3, 2. This back pressure control valve provides the characteristics of (1) and (1), which are lower back pressures than those of Runge.Next, FIG. 5 shows a cross section of another embodiment 100' of the back pressure control valve according to the present invention. It is an explanatory diagram.

Here, pistons 101' and 101'' are connected to lands 102' and 103' from above.

104', 105', and 106', of which lands 102' and 103' have the same diameter and a land area of A', and lands 104' and 105' also have the same diameter and a land area of B'. 106 Of course, the area is C',
Between A', B', and C', A'<B' and B>
There is a relationship C'.

A spring 107' is connected between lands 104' and 105'.
This spring moves the piston 101', which contains a
04' and 105' are forced in directions away from each other.

The beam shown in Figure 5. 3.2. In the operating state in each of the L, N, and P ranges, the line pressure Pl does not act on the land 106'.

Furthermore, the spaces between lands 103' and 104' and between 105' and 106' are drained so that no pressure is generated there.

Line pressure is always introduced to the port 108', and the port N13' is communicated with the throttle valve 20.

Therefore, back pressure generated in the oil chamber 109' at the head of the land 102' is guided to the oil passages 116' and 117'.

Considering back pressure PB, Rand 106
Since Pl is not acting on ', there is a W on the drum.

is the load of the spring '107' when it is operating with Pth smaller than the predetermined value Ptho.

Therefore, if the Pth-PB characteristic curve in this case is drawn, it will be as shown by the broken line (■) in FIG.

In other words, this back pressure control valve 100
The back pressure generated is th until the pressure from the slot valve 20 introduced into ' reaches a certain predetermined value P.

increases linearly.

And about to reach P.

The command 102' moves upward and impinges on the valve body, matching the line pressure.

Next, the line pressure PL from the oil passage 112' is applied to the land 106'.
Fig. 7 shows the case where this occurs.

This condition occurs only in the R range, and land 1
The balance of the piston 101'' with 05' and 106' is as follows: In this case, W is the load of the spring 107', but since it is deflected more than when installed, the above W.

Become more of a dog. Also, lands 102', 103', 10
Therefore, the Pth-pH characteristic curve of this embodiment 101' is as shown by line (2) in FIG. 6.

Back pressure P derived from the back pressure control valves of Examples 100 and 100' above
Accumulators that attempt to adapt the fluid under pressure B to two or more actions with one accumulator installed in the hydraulic circuit to the servo device, that is, the second brake accumulator 200, the third brake accumulator 300, and the rear Clutch accumulator 400
As shown in Figure 2 or Figure 6, the hydraulic pressure supplied from the accumulator to the servo device differs depending on the range, so it is difficult to shift when using the automatic transmission of an internal combustion engine that uses a torque converter. It has a remarkable effect in alleviating the shock during gear shifting.

The pressure oil regulated by the accumulator device 200, 300, 400 back pressure control valve is
The second brake accumulator 200, the third brake accumulator 300, and the rear clutch middle accumulator 400 are introduced as pack pressure.

Although each of these accumulators has different dimensional relationships,
Since the configurations are all the same, the second brake accumulator 200 will be explained with reference to FIG. 40.

The piston 201 has lands 202, 203, and a hole is provided inside to accommodate a spring 204.

Transmission case 2 according to piston 201
11 has two cylindrical bores.

209.210 indicates 01J. Port 208 is supplied with line pressure when hydraulic pressure is introduced to the second brake through oil passage 205.

Back pressure oil is introduced into the hole 1-206 from the back pressure control valve.

A drain port 1-2077) is provided in the oil chamber 212 to prevent oil pressure from being generated there.

Piston 201 is slidable up and down.

When line pressure is not introduced to the port 208, the force of the spring 204 and back pressure are applied to the oil chamber 213, and the piston 20 is pushed upward by hydraulic pressure.
1 is pressed on top.

To explain the working pressure of the accumulator during gear shifting, the pressure at which it starts acting is Pa1 with respect to the line pressure PL.
The pressure at the end of the spring's effect is Pa□, the force when the spring is installed at the beginning is fl, the force when it is most compressed is f2, the back pressure is Pb, the diameter of land 202 is 12, and the diameter of land 203 is 11. Then, since the working hydraulic pressure for the spring on the right side of the right side of "al and Pa2 is quite small, the back pressure of the Pb maracumulator is mainly large and influences the values of Pa and Pa□.

This back pressure has a certain ratio (1H-1”i
)/lz is approximately the working pressure of the accumulator.

It has been shown both theoretically and experimentally that shift shock can be softened by applying the accumulator working pressure at a fixed rate valve, which is smaller than the required oil pressure of each clutch or brake.

Therefore, in combination with a diesel engine, it is most desirable to apply back pressure generated by the back pressure control valve to the accumulator.

Line 2 Line Pressure Regulator Valve 500 In Figure 4a, the Line Pressure Regulator Valve 500
The valve 500 is a valve that regulates the pressure of the pressure oil discharged by the pump 3020 to generate line pressure PL.

This valve 500 has four valve brands 10a, 1
Valve spool 10 with ob, 10c, 10d
A; a valve spool 10B having two valve brands 10e and 10f; and a plurality of oil chambers 11 associated therewith.
12°13.14.15.18.19.

The oil sucked up from the oil reservoir 3021 by the pump 3020 passes through oil passages 1101 and 1103 to the oil chamber 14, and also passes through the oil passages 1101 and 1102 to the oil chamber 11.
are supplied to each.

The valve 500 balances the hydraulic pressure acting on the land 10a acting in the pressure reducing direction and the hydraulic pressure acting in the increasing pressure direction, and supplies the line pressure PL to the oil passage 1106.

At that time, the force acting in the pressure increasing direction has the following relationship.

Acting force of the crab spring 17 in the pressure increasing direction + (land 10e - land 10f)

This oil chamber 13 is an oil chamber for a drain.

Furthermore, the oil chamber 15 communicates with the torque converse pressure regulator pal 7'3022 via an oil passage 1104.

As is well known, this valve 3022 is connected to the torque converter 3.
023 to regulate the hydraulic pressure used for lubrication.

Now, the diameters of lands 10a, 10e, and 10f are each 1
3, 15, 14 When the force of the spring 17 is applied at f3, the line pressure PL acts on the land 10a, and the area between this, the force f3 of the spring 17, and the lands 10e and 10f on which the throttle pressure P1h acts. Since the pressure is regulated by balancing the sum of the forces from the difference, by the way, as described in the throttle valve section later, since pth2aθ+b, if we set c' a = c - b c' + d' = d, then PL = It becomes co+d.

Throttle Valve 20 In FIG. 4a, the throttle valve 20 is a valve that generates a pressure proportional to the throttle opening of a carburetor brake (not shown), that is, a throttle pressure Pth.

This valve 20 includes a first valve spool 20A, valve lands 20a and 20b provided thereon, a second valve spool 20B, and lands 20c, 20 provided thereon.
d, 2Qe.

Furthermore, a spring 23 is inserted into the oil chamber 22.

This spring 23 moves the first valve spool 20A downward,
Further, the second valve spools 20B are each urged upward.

Further, a spring 28 inserted into the oil chamber 2T biases the second valve spool 20B downward.

On the other hand, the first valve spool 20A is biased upward in the figure by an amount proportional to the amount of depression of the accelerator pedal by a rond (not shown) that is in a moving relationship with the accelerator pedal (not shown).

The line pressure PL passes through the oil passage 1106 to the oil chamber 25.
The force acting in the direction of pressure reduction and the force acting in the direction of pressure increase are balanced, thereby creating a pressure proportional to the throttle opening, that is, throttle pressure Pth, in the oil chamber 24.
to occur.

At that time, the above-mentioned acting force in the pressure reducing direction and acting force in the pressure increasing direction have the following relationships, respectively.

Force of the spring 28 of the working car oil chamber 27 in the pressure reducing direction + (land 20d - land 20e) XPth Force of the working car spring 23 in the pressure increasing direction (= force pushing up the first valve spool 20A) Oil connected to the oil chamber 24 The passage 1107 is connected to the oil chamber 18 of the line pressure regulator valve 500 and to the oil passage 120.
6 is a throttle modulator valve 7Q, which will be described later;
Throttle pressure F'th is supplied to the 2-3 shift valve 80.2-3 shift timing valve 90.3-4 shift valve 1000.3-4 shift timing valve 2000, respectively.

Note that during kickdown, the oil chamber 21 in Fig. 4a
An oil passage 1201 communicating with the oil chamber 22 and an oil passage 1202 communicating with the oil chamber 22 are in communication with each other.

Further, the oil passages 1204, 1205, and 1206 are always in communication with each other.

The diameter of the land 20d is 15, the diameter of the land 20e is 17, and the changes from the installation load to the maximum working load of the springs 23 and 28, which can move according to the opening degree of the throttle θ (O to 1.0), are respectively α′θ+me, γ′θ+δ
' Therefore, it can be expressed as P1h=aθ+b.

Manual Valve 30 The manual valve 30 includes lands 30a, 30b, and 30c, as shown in FIG. 4b.

30d and the oil chamber 31°32.3 defined by them
3.34.35 etc.

This valve 30 is operated by the driver's will to select each range (described later) and adjust the line pressure PL.
It is a valve that distributes

First pressure regulator valve 40 First pressure regulator valve 40 is land 4
0a, 40b: Has an oil chamber of 41.42°43.44.45°.

Oil chambers 41 and 44 are oil chambers for drains.

A spring 46 is fitted in the oil chamber 45, and the land 40b
is biased downward.

In this way, the line pressure PL from the oil passage 308 is regulated to a constant pressure.

Detent pressure regulator valve 50 Detent pressure regulator valve 50 is land 50a, 50b: Oil chamber 51, 52° 53.54.55
has.

Oil chambers 51 and 54 are oil chambers for drains.

A spring 56 is fitted in the oil chamber 55 and urges the land 50a upward.

In each of the ranges I), 3, and 2.1, the line pressure PL in the oil passage 307 is regulated to a constant pressure, and the pressure is supplied to the oil passage 306.

1-2 shift valve 60 The 1-2 shift valve 60 has a first valve spool 60A, a land 60a provided thereon, and a second valve spool 6.
0B and the land 60b set there.

60c, 60d, and 60e.

The spring 62 is interposed between the first valve 60A and the second valve 60B, and urges the first valve 60A downward and the second valve 60B.
Force the valve 60B upward.

Pressure oil is supplied to the oil chamber 61 through the oil passage 303 only during the 1° 1° lunge.

Also, during kickdown, pressure oil enters the oil chamber 63 through the oil passages 1202 and 208, and the land 60C and the land 6
An upward force acts between it and 0b.

Pressure oil whose pressure is regulated by the first pressure regulator valve 40 flows into the oil chamber 68 of the 1-2 shift valve 60 via the oil passage 401.

When the governor pressure P8o is large, the oil chamber 67.6
Land 60e comes to position 8, and oil passage 401 and oil passage 6
03, and the oil passage 5 via the oil chamber 64.
01 and 602.

Throttle modulator valve 70 Throttle modulator valve 70 is plug 70a
and a valve spool 70B having a land 70b.

The land 70b is urged upward by a spring 72 fitted in the oil chamber 71.

Further, the oil chamber 76 is supplied with a throttle pressure Pt from an oil passage 1206.
h is supplied.

When the throttle opening is 11 small and 11, land 7
0b cuts off the communication between the oil passage 1206 and the oil passage 702, so that the throttle modulator pressure Pm is no longer generated in the oil passage 703 communicating with the oil passage 702.

When the throttle opening becomes large to a certain extent, the land 70b
is pushed down and balanced with the spring 72, thereby generating a throttle modulator pressure in the oil passage 703 proportional to the throttle opening.

When the throttle opening is close to 11 fully open, that is, in a kickdown state, detent pressure comes to the oil chamber 74, which had been used for the drain, so the oil chambers 74 and 73 become detent pressure, which directly flows into the oil passage. 703.

Thus, the throttle modulator pressure changes rapidly.

Note that the throttle modulator pressure Pm provides hysteresis during upshift and downshift.

In addition, in the state shown in FIG. 4b, the oil chamber 71 is in the oil chamber 73-
It communicates with an oil passage 703 via an oil passage 701.

2-3 Shift Valve 80 The 2-3 shift valve 80 includes a first valve 80A, a land 80a provided thereon, a second valve 80B, and lands 80b, 80c, 80d80e provided thereon.

The spring 82 biases the second valve 80B upward and biases the first valve 80A downward.

In the figure, the oil chamber 81 at the lowest end is connected to the oil chamber 31 of the manual valve 30 via an oil passage 304.

The oil chamber 89 at the top end is connected to the oil chamber 69 of the 1-2 shift valve 60 via an oil passage 604, and also to the governor 3030 (Fig. 4c) via an oil passage 808. There is.

Then, the governor pressure P2o is supplied from the oil passage 808 to the oil chamber 89 of the valve 80, pushing down the land 8oe.

When in the second speed state, the throttle pressure Pt is output from the oil passage 704.
h acts on the land difference (80 cm 80b) in the oil chamber 84 and pushes up the second valve 80B.

Conversely, in the third gear, the throttle modulator pressure Pm, which is smaller than the throttle pressure Pth, is caused by the land difference (
80cm80b).

On the other hand, in the 1111 and 11211 ranges, detent pressure is supplied from the oil passage 304 to the oil chamber 81 to push up the land 80a and keep it on the low speed side.

In addition, in the state shown in Fig. 4b, the second brake 3
The oil passage 801 communicating with 015 and oil passage 205 is connected to 1-
The oil chamber 85 that communicates with the oil passage 804 which communicates with the oil passage 602 which communicates with the oil chambers 65 and 66 of the 2-3 shift valve 80 via the oil chambers 86 and 87 of the 2-3 shift valve 80 is connected to the land 80c. It is cut off by.

Oil passage 804 is connected to two oil passages 805 and 806.

2-3 Shift Timing Pulp 90 As illustrated in FIG. 4c, the 2-3 shift timing valve 90 includes lands 90a, 90b, 90c, 90
It has a valve spool 90A with a land 90e and a valve spool 90B with a land 90e.

A spring 92 is fitted into a drain oil chamber 91 located at the bottom in the figure.

This pushes up the land 90a.

Further, rear clutch pressure is supplied from an oil passage 915 to an oil chamber 99 located at the upper side of the figure.

The role of this 2-3 shift timing valve 90 is to control the pressure applied to the third brake 3031 and the IJ-IJ-space pressure of the second brake 3015, thereby controlling shock during gear shifting.

For example, when shifting up from 2nd gear to 3rd gear, the apply line pressure of the third brake 3031 is applied to the oil chamber 96.9 through the oil passage 807.908.
It comes in at 7.

And orifice 905, oil passage 904 and orifice 9
The third brake 3031 is supplied from the oil passage 914 via the oil passage 906 and the oil passage 906.

Further, since the oil chamber 99 is not supplied with the clutch pressure, the valve spool 9OA is pushed upward by the force of the spring 92, and as a result, the oil passage passes through the oil chambers 96 and 97, and then the oil passage 904 and the oil passage 906. line pressure PL is connected to orifice 905,907; oil passage 914.
The third brake 3031 is connected to the third brake 3031 through the third brake 3031, and the third brake 3031 is engaged.

At the same time, line pressure PL is sent to the oil chamber 98 through the oil passage 913 and acts on the land 90d.

In this way, the land 90d moves downward and the flow path to the oil path 906 is blocked, and as a result, line pressure to the third brake 3031 is supplied only from the orifice 905.

Therefore, the line pressure PL applied to the third brake 3031 rises quickly at the start, and gradually rises after it starts to be engaged.

Also, the IJ I of the second brake 3015 (Fig. 4b)
The J-s operation connects the oil passage 901 and the oil passage 806,
When the third brake pressure has not increased significantly, the oil is drained only from the oil passage 805 (FIG. 4a), and when the third brake pressure has increased, it is quickly drained from both the oil passage 805 and the oil passage 901.

Note that the oil passage 901 is connected to an oil chamber 94.

Further, the oil passage 901 has an orifice 902.

The oil chamber 93 is connected to an oil passage 803 and an oil passage 904.

Oil chamber 95 is connected to oil passage 806. Also oil road 91
4 is third brake 3031 and third accumulator 3
It is connected to 00.

Furthermore, this oil passage 914 is an oil passage 912-orifice 911
Check valve 910 is connected to oil passage 908 via oil passage 909.

This oil passage 908 is connected to a 3-4 shift valve 1000, which will be described later.
The oil chamber 1008 is connected to the oil chamber 1008.

3-4 shift valve 1000 As shown in Figure 4c, the 3-4 shift valve 1000 includes a plug 1000a, a valve spool 1000A, a spring 1003 provided between the plug 1000a and the spool 1000A, and a land provided on the spool 1000A. 1000b.

1000c, 1000d, and 1000e.

Governor pressure P2o is applied to the land 1000e from the oil passage 1020.
works.

The spring 1003 fitted in the oil chamber 1002 for the drain
pushes up spool 1000A.

In the case of the third speed, the state shown in Fig. 4c occurs, and the throttle pressure Pth of the oil passage 904 acts on the land difference (1000 cm 1000b) in the oil chamber 1006, and the oil passage 807 and the oil passage 908 are connected to the oil chamber 1008. 1009.

Oil passage 1013 and oil passage 1016 are also oil chambers 1010 and 1011.
communicated via.

This oil passage 1013 communicates with a first brake 3034 (FIG. 4b) via a one-way valve 3033.

In the case of 4th speed, the throttle modulator pressure Pm from the oil passage 802 is adjusted to the land difference (1000 cm1) in the oil chamber 1005.
000b) and provides hysteresis during gear shifting.

Then, the oil passage 807 and the oil passage 1016 communicate with each other.

At the same time, the oil passage 908 and the oil passage 1015 are connected to the oil chamber 1.
Connected via 007 and 1008.

Note that the oil chamber 1001 is connected to an oil passage 305.

3-4 shift timing valve 2000 this valve 2
000 is Land 2000a.

2000b, 2000c, and 2000d.

A spring 2002 fitted in a drain oil chamber 2001 pushes up the spool 2000A.

The slot pressure Pth of the oil passage 1014 acts on the land difference (2000b-2000a) in the oil chamber 2003, and the spool 20
Push up 00A.

When shifting up from 3rd gear to 4th gear, oil passage 10
16 and 1018, line pressure PL is supplied to the oil chamber 2006 of the 3-4 shift timing valve 2000.

At that time, if the rear clutch pressure is small, the oil passage 1018
and the oil passages 2012 and 2010 communicate with each other, and the oil passage 915
Quickly engage the rear clutch 3035 via the

The force clutch pressure acting on land 2000d (spring 2
002 force + throttle pressure Pth x land difference (2000
b-2000a)), the spool 20
Since 00A moves and blocks the passage to the oil passage 2012, the rear clutch 3035 is gradually engaged.

Third brake pressure release is third brake 3031
From oil passage 914 leading to oil passage 912-orifice 911
- Check valve 91〇 - Oil passage 909 - Oil passage 908 - Oil chamber 1008 - Oil chamber 1007 - Oil passage 2 via oil passage 1015
Drain from 016.

As rear clutch pressure increases, spool 2000A moves and quickly drains both oil passages 2016 and 2008.

This oil passage 2008 communicates with the oil chamber 2005 and has an orifice 2009.

The oil path 2010 connects to the orifice 2011, the oil path 2012 connects to the orifice 2013, and the oil path 2016 connects to the orifice 20.
07 respectively.

When downshifting from 4th gear to 3rd gear, the rear clutch pressure is oil passage 915 - oil passage 2015 - oil chamber 2014 - oil passage 1017 - lever valve 1019 - oil passage 1016 -
Drains from the manual valve 30 via oil passages 1010, 1011 to 1013, etc.

Note that the oil passage 915 is connected to the rear clutch accumulator 4.
It is also connected to 00.

Next, the hydraulic control state of the manual valve 30 in each range will be explained with particular reference to FIG. 4b.

When the P range manual valve 30 is set to the P (bar kink) range, the oil passages 302 and 308 are brought into communication, and the line pressure PL is regulated by the first pressure regulator valve 40.

The regulated pressure oil is supplied to the oil chamber 68 of the 1-2 shift valve 60 through the oil passage 401.

In the P range, the output shaft 3040 (Fig. 3) is held fixed, and the governor pressure is Pg.

Since this has not occurred, the 1-2 shift valve 60 is pressed upward by the spring 62 and is in the state shown in FIG. Supplied and engage it.

At that time, all other engagement devices are in a non-engaged state.

When the R range manual valve 30 is shifted to the R (reverse) range, the oil passages 302 and 309 are brought into communication, and the oil passage 302 and the oil passage 308 are also brought into communication.

The line pressure PL is supplied to the beam brake brake 3050 through the oil passage 309 to perform the engagement action.On the other hand, the oil passage 309 is connected to the fast brake 3034 through the one-way valve 3033, so that Line pressure PL is supplied to the first brake 3024 to perform an engagement action.

At the same time, the same line pressure PL is applied to the oil chamber 100 of the 3-4 shift valve 1000 via the oil passage 1013.
1.

Further, pressure oil is supplied to the oil chamber 19 on the pressure increase side of the line pressure regulator valve 500 through an oil path 1108 branched from the oil path 603.

Cabana Pressure Pg. Since the valve spool 1000A is small, the valve spool 1000A is pressed upward by the spring 1003, resulting in the state shown in FIG. 4c.

Then, the oil passage 1013 and the oil passage 1016 are brought into communication, and line pressure PL is supplied to the oil chamber 2006 through the oil passage 1018.

In addition, since the valve spool 2000A of the 3-4 shift timing valve 2000 is pressed by the spring 2002, the oil passage 91
5 and engages the rear clutch 3035.

Further, the pressure oil in the oil passage 915 is transferred to the oil chamber 20 through the oil passage 2015.
14 and also to the oil chamber 99 of the 2-3 shift timing valve 90.

The line pressure PL entering the oil passage 309 is supplied to the fast brake 3034 and performs an engaging action.

All other clutches, brakes, etc. are in a disengaged state.

Line pressure PL regulated by N range line pressure regulator valve 500 is oil line 1106302.30
Fast Brake 303 through 8,401.603
4 is engaged, and the other clutches and brakes are in a disengaged state.

At that time, in the first pressure regulator valve 40, the force of the spring 46 and the land difference (40b
-40a) is balanced with the line pressure PL acting on the line pressure, and performs a pressure regulating action.

In addition, in the 1-2 shift valve 60, the governor pressure P is not generated when the vehicle is stopped, and the governor pressure is g.

The spool 60B is pressed upward by the force of the spring 62, and the oil passage 401 and the oil passage 603 are brought into communication.

The line pressure PL regulated by the D range first speed line pressure regulator valve 500 passes through the oil passage 1106° 302 and engages the front clutch 3016 via the manual valve 30 when the vehicle is in the forward movement state.

- 10,000, the line pressure PL passes through the oil passage 308 to the oil chamber 42 of the first pressure regulator valve 40.
sent to.

In this valve 40, as mentioned above, line pressure P acting on the force of the spring 46 and the land difference (40b-40a)
The pressure is regulated by opposing the force of L, and the oil is sent to the oil path 401.

Furthermore, since the 1-2 shift valve 60 is in the first gear, governor pressure P3o proportional to the vehicle speed is delivered to the oil chamber 69 via the oil passage 604, but since it is very small, the spring 62 Valve spool 60 by force
B is pushed up, and as a result, the oil passages 401 and 603 communicate with each other, and line pressure PL is supplied to the first brake 3034 to engage it.

While the D range 2nd speed front clutch 3016 remains engaged, the oil path 3
Line pressure PL is sent to the oil chamber 64 of the 1-2 shift valve 60 via 02.307.501.

In the second speed, the vehicle speed is relatively high, and the force of the governor pressure P2o acting on the land 60e is greater than the force of the spring 62.

Therefore, the oil passage 501 and the oil passage 602 are in communication,
As a result, line pressure PL is supplied to the 2-3 shift valve 80.

In the 2-3 shift valve 80, pressure oil is supplied to the oil chamber 89, and the force of the governor pressure P2o acting on the land 80e and (force acting on the land difference (80b80c) + force of the spring 82 + land 8
The force of line pressure PL acting on 0a (however, 11
211 II II Only in the case of I+ range)) is balanced with the green 5 resultant force, and the spool 80A moves by that amount.

In the case of 2nd gear, the governor pressure is not so large, so
The oil passage 602 and the oil passage 801 are in communication, and the line pressure PL is supplied to the second brake 3015.
It performs the engagement action.

At this time, the aforementioned accumulator device 200 works to reduce the shock at the time of engagement.

On the other hand, the first brake 3 that was engaged during the first gear
The oil pressure of 034 is sent to the drain oil chamber 6 through the oil passage 603.
Drained from 6.

While the D range 3rd gear front clutch 3016 remains engaged, the oil passage 50
1.602, 807, 908.914, etc., the third brake 3031 line pressure PL is supplied to engage the third brake 3031.

Then, the pressure oil that had engaged the second brake 3015 is drained as the oil passages 801 and 804 communicate with each other, thus changing the state to third speed.

The D range 4th speed front clutch 3016 remains engaged, and the governor pressure P2o is maintained at the 3-4 shift valve 1000.
is supplied to the oil chamber 1012 through the oil passage 1020, and the force acting on the land 1000e is (land difference (1000cm10
Throttle pressure p th + spring 1 acting on 00b)
The power of 003) becomes a dog than the overall power.

Therefore, the spool 1000A moves downward and the oil path 8
07 and the oil passage 1016 are brought into communication.

Line pressure PL thus causes rear clutch 3035 to engage via oil passages 1018 and 915.

The engagement pressure oil of the third brake 3031 is oil passage 914 → orifice 911 → one-way valve 910 → oil passage 909 → oil passage 90.
8 → Oil passage 1015 → Orifice 2007 → Oil passage 2016
It is drained through etc.

In addition, the land 1000e of the 3-4 shift valve 1000
Since the governor pressure Pgo acting on increases,
As the spool 100OA moves downward, the oil path 90
8 and the oil passage 1015 are brought into communication.

``3f' ``2 II! I I II each range n
The 3N range is a V7 gear that automatically shifts between 1st, 2nd, and 3rd gears, but does not upshift to 4th gear.

The respective engagement states are the above-mentioned D range 1st speed, 2nd speed,
The same is true for the third speed.

The reason why the 4th gear hair shift does not occur is that the pressure oil regulated by the detent pressure regulator valve 50 is in the oil passage 30.
This is because the oil is supplied to the oil chamber 1001 of the 3-4 shift valve 1000 through 6.305.

The 2 range and lunge are also the same as the 31 lunge.

In other words, in the II 2'' range, the first speed and second speed are automatically changed, and in the 111'' range, only the first speed is changed.

During kickdown When the accelerator pedal (not shown) is fully depressed during kickdown, the throttle valve 20 linked to the accelerator pedal moves upward against the force of the springs 23 and 28.

As a result, pressure oil is sent to each shift valve through the oil passages 306.1201.1202, and acts in the downshift direction.

This concludes the explanation of the embodiment with reference to FIGS. 4a to 4c, but as described above, the accumulators 200, 300, and 400 have exactly the same structure.

As described above, according to the hydraulic control device for an automatic transmission of the present invention, an accumulator device is provided in the hydraulic circuit to the servo device, and the back pressure applied to the accumulator is reduced when the shock at the time of shifting or gear change is reduced. ,2. By controlling to provide a difference between lunge and n range, and increasing the difference in n range, it is possible to optimally alleviate the shock at the time of shifting or speed change.

[Brief explanation of the drawing]

FIG. 1 is a graph showing the relationship between back pressure pressure (Pb) and throttle pressure (Plh) by a conventional back pressure control valve, and FIG. 2 is a graph showing the relationship between throttle pressure (Plh) and back pressure pressure ( Pb); FIG. 3 is a schematic explanatory diagram showing an example of a gear train of an automatic transmission in the rain for an internal combustion engine to which the device of the present invention is applied; FIGS. 4a to 4c;
The figure is a circuit diagram of a hydraulic control device according to an embodiment of the present invention, FIG. 5 is an explanatory diagram of an embodiment of a back pressure control valve of the device according to the present invention, and FIG. A graph showing the relationship between pressure (Plh) and back pressure pressure (Pb), FIG.
It is an explanatory diagram when acting on a microwave oven. 20... Throttle valve, 100...
・Back pressure control valve, 200... Accumulator for second brake, 300...
・Third brake accumulator, 400...
・Rear clutch middle accumulator, 500...
Line pressure regulator valve.

Claims (1)

[Scope of Claims] 1. In an automatic transmission in which a required gear stage is remotely shifted by appropriately switching the supply of hydraulic pressure to a plurality of hydraulic servo devices, an accumulator device is provided in a circuit to the hydraulic servo devices. At the same time, a engine pressure control valve is provided to adjust the back pressure to the accumulator device, and the back pressure control valve is controlled by the throttle pressure generated according to the engine load, and also controls the forward speed range setting. A hydraulic control device for an automatic transmission, characterized in that the back pressure control valve is configured so that back pressure is higher in a reverse gear setting range than in a range.