JPS5868535A - Controller of hydraulic operation type transmission for vehicle - Google Patents

Abstract

PURPOSE:To prevent the blow-up and stall of an engine by forming a control valve opened in the low opening region of a throttle by a variable orifice valve having an intermediate throttling position in the device in which an orifice and the control valve are mounted to an oil discharge path. CONSTITUTION:The hydraulic circuit of the titled controller is provided with a hydraulic source, a manual valve, a shift valve 10, a servo valve, etc., and the orifice 14 and the control valve 15 opened in the low opening region in response to throttle opening are set up to the oil discharge path LD. In this case, a tapered or bi-champered inclined section 15b is shaped to a section such as the outer circumference of the control valve 15, and the valve is formed in the variable orifice valve varying the quantity of throttle in succession during a moving storke. Accordingly, the flow path resistance of the oil discharge path LD is gently changed successively in the predetermined throttle openong region of the control valve 15. The simultaneous engagement of clutches is properly regulated when speed is changed in said opening region, and the blow-up and stall of the engine are prevented.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a control device for a hydraulically operated transmission used in an automobile or other vehicle.

Conventionally, in this type of device, a hydraulic engagement element that intervenes in the transmission system of a transmission can be switched and connected to an oil supply path and an oil drain path leading to a hydraulic source via a shift pulp, as shown in Fig. 1. A control valve (o) which is opened in a low opening range according to the throttle opening of the engine is interposed in parallel with the oil drain passage (orifice). It is known that the pressure reduction characteristics of the hydraulic engagement element on the oil drain side are differentiated in speed between the speed change in the low opening range and the speed change in the low opening range (see Japanese Patent Application Laid-Open No. 55-40326).

To explain this in further detail, the control valve (0) has a spring (d)
and the throttle pressure pt according to the opening side and the throttle opening.
In the high throttle opening range where the engine torque is large, the control valve (o) is closed due to the increase in throttle pressure Pt, and the flow path resistance of the oil drain path (→ increases, the hydraulic pressure of the hydraulic retaining element drops relatively slowly as shown in Fig. 9, and the engine is prevented from revving by co-engagement with the hydraulic engaging element on the oil supply side, and the engine torque is small. In the low opening range of the oil drain, the control valve (・) is closed as the spring pressure (1) decreases, and the flow resistance of the oil drain path (Q decreases, as shown in Figure 9 III). As shown, a relatively rapid drop in oil pressure occurs - reducing the co-engagement time and preventing the engine from stalling.

However, in this case, the control valve 0) is generally composed of an open/close switching type valve with a regular concave groove shaft on the outer periphery, and a substantial throttling effect cannot be obtained in the middle of the sushi rotation. The flow path resistance of the oil drain path (-) changes greatly as shown in the second diagram at a predetermined low opening degree of the throttle when the control valve (o) is moved to the opening/closing switching point F, and there is a large difference in engine torque. Even though there is no such thing, the pressure reduction characteristic of the hydraulic engagement element changes greatly between the working opening degree on one side and the Y opening degree on the other side after the predetermined opening degree,
Depending on the hole diameter of the orifice Cb) and how the oil drain path (&) is designed, when changing gears at each opening of This is accompanied by the disadvantage that it is difficult to perform appropriate co-engagement regulation in a region near the predetermined opening degree O.

It is an object of the present invention to provide a device which eliminates such inconveniences, and in which a hydraulic engagement element interposed in the transmission wJ system of a transmission can be freely connected to a shift pulp, and a An orifice and a control valve that is opened in a low opening range depending on the throttle opening of the engine are interposed in parallel with the orifice, and the control valve is composed of a variable opening valve with an intermediate throttle position. Next, illustrated embodiments of the present invention will be explained.

3rd v! In J, (1) indicates a transmission that performs three forward speeds and one reverse speed, and the transmission (1) has an input shaft (11) connected to an engine (2) via a torque converter (3).
and an output shaft (1b) connected to the drive wheels (4) of the vehicle via a differential gear (5). ) and reverse transmission system (G
R) and each forward transmission system (G 1) (G 2
) (G3), each of the hydraulic clutches 1 to 3 ((11), (CI2), ((H)), which are hydraulic engagement elements, intervened. Note that the reverse transmission system (Gυ is the reverse transmission system (! G2) and the 2-speed hydraulic clutch (G2) are shared, and both transmission systems (G2) (G2) are selectively established via the O selector gear (6) on the output shaft (11). In the drawing, (7) is a one-way clutch that intervenes in the first-speed transmission system (G), and operates to allow over-rotation of the output shaft (1b) side.◇ Each of the hydraulic clutches (01) (02) )((
13) is one whose oil supply and discharge is controlled by a hydraulic circuit shown in FIG. for “
Rj1 New (“M” for RAL, “DJ” for automatic variable train,
A manual pulp (9) that can be switched to 5 positions of "2" for holding second gear, a shift pulp QO that is switched according to the vehicle speed and the opening of the steering wheel, and the selector gear (6)
) is equipped with a servo pulp αD for forward/reverse switching that connects the hydraulic power source (8).
), the first oil M (LD) for oil supply is connected to the second oil path (L2) leading to the diazi pulp QO, and the second oil path (TJ2
), oil is supplied to the 1st speed hydraulic clutch (01) and each hydraulic clutch (02) (OS) of the 2nd and 3rd speed via the shift pulp Q (I). Here, the shift pulp (10) is the upstream one connected to each other via the intermediate I!48 path (LA).
1st pulp for speed-2 speed change (10-speed, downstream 2nd pulp)
and a second pulp (10-2) for 5-speed and 5-speed variable transmissions, and each of the sih pulps (01-1) (10-2) C) -
*KJ applies governor pressure according to the vehicle speed from governor valve a3 to the right end, and throttle pressure according to the throttle opening from the first throttle valve Q3 to the left end to increase vehicle speed. According to this, first, the first pulp (10-1) moves from the first speed position on the right side to the second speed position on the left side, and the second oil path (Mu2) moves to the fourth oil path (L) to the second speed position. Pulp (1o-2) oam mercenary j
Connected to 15'llll path (L5), manual valve (
9) to the 2nd speed hydraulic clutch (02) via the 6th oil passage M (LA) connected to the 5th oil passage (L5) at the "p" position.
When the I & oil is carried out and the vehicle speed further increases, the 2nd shift) pulp (10-2) moves from the 2nd gear position on the right side to the 3rd gear position on the left side, and the 4th oil path (L 18 (It5) is connected to the 7th oil path (X, A) leading to the S hydraulic clutch (05), and the 5th oil path (L5) is connected to the drain oil path (1p). Hydraulic clutch (02 to O# oil and 3
The quick hydraulic clutch (05) was also refueled. Then, the #oil passage (LD) is provided with the Oriais I and a control valve (c) that is opened in the low opening range according to the throttle opening in parallel with it, and 21! ! from! 51I
! The pressure-reducing characteristics of the 2i hydraulic clutch (02) when the hair is tied to
Figure OA.

Bj[1ill] The difference in speed is shown as follows.

The control valve α5 is operated according to the opening degree of the second throttle valve (thrower from Le). The spring (
16*), and is not particularly different from the above-mentioned conventional type, but according to the present invention, the control valve αS is pressed toward the open side by, for example, #! 5 As shown in Figure 5, it is composed of a variable orifice valve that has a tapered or two-chamfered inclined part (15b) on the outer periphery and sequentially varies the amount of throttling in the middle of the movement stroke. ), the control valve α$ is moved from the fully closed position to the open side as the throttle opening degree O decreases, and in a constant throttle opening range until it reaches the fully open position, Changes constantly. Furthermore, S control valve cv1m<outer 1110
It is also possible to configure an aJ variable Orice valve that is equipped with an R section (1sb) and exerts a stepwise throttling effect in the middle of the movement stroke. According to this, the flow path resistance can be reduced as shown in Fig. 8. It begins to show moderate gradual changes. In any of the embodiments, as in the above-mentioned conventional device, one X opening and the other YM can be adjusted at a predetermined throttle opening.
Therefore, there is no large change in flow path resistance depending on the opening degree, and therefore, when changing from kt speed to 3rd speed O in the vicinity of the predetermined opening degree, the double oil pressure increases? (0rikujiJl?sacrifice) There is no big change, but 1xνJM@reem* each 2-speed and 3rd-speed hydraulic clutch <02) (as) @appropriate co-engagement jlLl [I However, the engine does not start up or stall.

As described above, according to the present invention, when the control valve is moved from the fully closed position according to the opening degree of the oil drain passage (the MA valve interposed in parallel with the orifice is a variable orifice valve, The O throttle effect is obtained at the throttle position, and the control valve is switched between opening and closing.
This prevents sudden and wide changes in the flow path resistance of the oil drain path in the 1 degree range, prevents the engine from revving up or stalling when changing gears in this range, and prevents the engine from revving up or stalling in the entire range of the thread opening. It has the effect of being able to properly control co-chewing.

[Brief explanation of the drawing]

Fig. 1 is a circuit diagram SIg of the main part of the conventional device, Fig. 2 is a flow path resistance change characteristic diagram, Fig. 5 is Fig. 11 of a transmission to which the present invention device is applied, and Fig. 4 is a diagram of the transmission of the present invention device. A hydraulic circuit diagram of one example, FIG. 5 is a circuit diagram of the main part thereof, FIG. is the change characteristic of the flow path resistance 1iA5! J, 1
89m is a pressure drop characteristic diagram of the hydraulic engagement element. (11...f series 1m, (Gi) (()2) (G!S)
--Transmission system, (0S (o2ga!I)...Hydraulic engagement element S (L1 PA L2) (L4)--Oil supply path, (r, 'D)
- Vacuum oil passage, αQ...Schiff, Tobarp, α4) @ Orifice, α訃φ control valve 11!1 Fig. 2 ``7g '/s 'A Vs Slow throat 1 @ 6 [ Fig. 3 S O ,) Le Shun, i

Claims (1)

[Claims] Hydraulic engagement elements that intervene in the transmission system of the transmission can be switched and connected to an oil supply path and an oil drain path that lead to a hydraulic source via a shift pulp. A vehicle that includes a control valve that opens in a low opening range depending on the engine stall resistance, wherein the control valve is a variable orifice valve with an intermediate throttle position. Control device for hydraulically operated transmissions.