JPS59205050A - Hydraulic control device in automatic transmission for vehicle - Google Patents

Abstract

PURPOSE:To reduce shock upon transition from the neutral condition to the running condition, by providing such an arrangement that the input hydraulic pressure of a secondary regulator valve for offering a secondary line pressure as the hydraulic pressure of a fluid coupling is used as the hydraulic pressure of the hydraulic pressure side of a shuttle valve. CONSTITUTION:There are provided a regulator valve 130 for regulating the pressure of hydraulic oil from a hydraulic pressure source 101 to offer a line pressure, and a secondary regulator valve 150 for regulating the pressure of excessive hydraulic oil from the above-mentioned valve 130 in accordance with input hydraulic pressures to offer a secondary line pressure as the hydraulic pressure of a fluid coupling 10. Further, there is provided an advance or backward clutch as a hydraulic servo to which the line pressure is fed through a restrictor valve (check valve) in an advance or backward running condition. Further, the input hydraulic pressure of the regulator valve 150 is used for the hydraulic pressure downstream of the restictor valve, and is introduced through an oil passage 2E.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to measures for reducing the impact during gear shifting of an automatic transmission for a vehicle, and in particular, the impact that is transmitted to the output shaft of a fluid coupling when moving from a stop to forward driving and/or reverse driving in a neutral state. This invention relates to a hydraulic control device for a vehicle automatic transmission that smooths the rise of torque.

In a vehicle automatic transmission using a fluid coupling such as a torque converter, the following problem occurs in relation to the level of oil pressure of hydraulic oil in the fluid coupling.

b) If the oil pressure in the fluid coupling is too low, power transmission efficiency will decrease due to noise, foaming of the hydraulic oil, cavitation, etc.

B) Power transmission efficiency can be improved if the oil pressure in the fluid coupling is high, but the rise in torque transmission to the output shaft of the fluid coupling becomes rapid, so when the vehicle is stopped and the output shaft is stopped, the driver can drive forward or backward from a neutral state. A shock occurs when the vehicle shifts to the next position, which is unfavorable for the driving sensation of the vehicle.

In order to solve the problems in (a) and (b) above, a hydraulic source and a regulator valve that adjusts the pressure of hydraulic oil supplied from the hydraulic source according to the input hydraulic pressure to generate line pressure that is the working hydraulic pressure of the hydraulic servo; and a hydraulic pressure adjustment device equipped with a secondary regulator valve that regulates excess oil from the regulator valve according to the input hydraulic pressure to generate a secondary line pressure that is the working hydraulic pressure of the fluid coupling. Conventionally, as shown in Fig. 1, the system uses the throttle pressure Pth, which changes according to the throttle opening of the engine, as the input oil pressure of the secondary regulator valve, and the secondary line pressure Ps, which gradually increases according to the throttle opening.
It is generating ec. However, when the input oil pressure is the throttle pressure Pth, the throttle pressure does not become 0 when the throttle opening is 0, so the characteristics of the secondary line pressure Psec are effective in improving transmission efficiency. Since the secondary line pressure is insufficiently lowered when the temperature is 0, the impact prevention effect at the start of forward or reverse travel is insufficient.

SUMMARY OF THE INVENTION An object of the present invention is to provide a hydraulic control device for an automatic transmission for a vehicle that can simultaneously improve power transmission efficiency and reduce impact when transitioning from stopping in a neutral state to forward travel and/or reverse travel. be.

The hydraulic control device for a vehicle automatic transmission according to the present invention includes a gear device and a friction engagement device that is operated by a hydraulic servo and selectively fixes or connects elements of the gear device, and has multiple transmission modes including forward, neutral, and reverse. This is a hydraulic control device for an automatic transmission for a vehicle, which is a combination of a gear transmission mechanism that achieves a power train and a fluid coupling. a regulator valve that generates a line pressure that is the working oil pressure of the hydraulic servo, and a secondary regulator that adjusts the pressure of excess oil from the regulator valve according to the input oil pressure to generate a secondary line pressure that is the working oil pressure of the fluid coupling. a hydraulic adjustment device having a valve; and a hydraulic servo C1. of the frictional engagement device, which is discharged in a neutral running state and is supplied with line pressure via a throttle valve in a forward or reverse running state. Alternatively, in a hydraulic control device for a vehicle automatic transmission equipped with a hydraulic servo C2, the input hydraulic pressure of the secondary regulator valve is the hydraulic pressure of the throttle valve.

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

FIG. 2 is a schematic diagram showing an example of an automatic transmission for a vehicle, which is a combination of a hydraulic torque converter and a planetary gear transmission mechanism with four forward speeds and one reverse speed.

This automatic transmission includes a torque converter 10, an overdrive mechanism 20, and a planetary gear transmission mechanism 30 with three forward speeds and one reverse speed.
It is controlled by the hydraulic control device of the present invention shown in FIG.

The torque converter 10 is a well-known type having a pump 55, a turbine 56, a stator 57, and a direct coupling clutch 50. The pump 55 is connected to an engine crankshaft 58, and the turbine 56 is connected to a turbine shaft 59. The turbine shaft 59 serves as an output shaft of the torque converter 10 and an input shaft of the overdrive mechanism 20, and is connected to a carrier 60 of a planetary gear device in the overdrive mechanism 20.

A planetary pinion 64 rotatably supported by a carrier 60 meshes with a sun gear 61 and a ring gear 65. Between the sun gear 61 and the carrier 60, a multi-disc clutch C0 and a one-way clutch F0, which are frictional engagement devices, are provided.
are provided in series, and an overtribe case 6 that further encloses the sun gear 61 and the overtribe mechanism 20.
A multi-disc brake B0, which is a frictional engagement device, is provided between the brakes 6 and 6.

The ring gear 65 of the overdrive mechanism 20 is connected to the input shaft 23 of the planetary gear transmission mechanism 30 with three forward speeds and one reverse speed. A multi-disc clutch C1, which is a forward clutch, is provided between the input shaft 23 and the intermediate shaft 29, and a multi-disc clutch C2, which is a reverse clutch, is provided between the input shaft 23 and the sun gear shaft 80. ing. A multi-disc brake B is provided between the sun gear shaft 80 and the transmission case 68.
1. A multi-disc brake B2 and a one-way clutch F1 are provided. Sun gear 82 provided on sun gear shaft 80
A carrier 83, a planetary pinion 84 supported by the carrier, a ring gear 85 meshing with the pinion, another carrier 86, a planetary pinion 87 supported by the carrier, and a ring gear meshing with the pinion 87. Together with 88, it constitutes a two-row single planetary gear set. The ring gear 85 is the intermediate shaft 29
The second row of carriers 83 are connected to the first row of ring gears 88, and these carriers 83 and ring gears 88 are connected to an output shaft 89. A multi-disc brake B3 and a one-way clutch F2 are provided in parallel between the first row of carriers 86 and the transmission case 68.

In this planetary gear transmission mechanism, each clutch and brake is engaged or released according to vehicle running conditions such as engine throttle opening and vehicle speed by a hydraulic control device, which will be explained below. ), automatic or manual gear shifting with four forward gears, and one reverse gear shifting with only manual gear shifting.

Table 1 shows the transmission gear positions and the operating states of the clutches and brakes.

Table 1 shows the relationship between the shift position SP of the shift lever, the engagement state of each friction engagement device (brake and clutch), and the gear position of the planetary gear transmission mechanism during automatic shifting. Engagement of mating elements, blank space indicates release.

Table 1 FIG. 3 shows the hydraulic circuit of the hydraulic control device for the automatic transmission shown in FIG. 2.

The hydraulic circuit includes an oil strainer 1 installed in the oil reservoir.
00, hydraulic pump 101, pressure regulating valve (regulator valve) 130, second pressure regulating valve (secondary regulator valve) 150, cutback valve 160, Tara bypass valve 1
05, pressure relief valve 106, reverse clutch sequence valve 110, direct clutch control valve 120, throttle valve 200, manual valve (speed selection valve) 210, 1-
2 shift valve 220, 2-3 shift valve 230, 3-4 shift valve 240, intermediate coast modulator valve 245 that adjusts the hydraulic pressure supplied to the brake B1 and cuts off the hydraulic pressure supplied to the brake B1 during third gear; A low coast modulator valve 250 that adjusts the hydraulic pressure supplied to the brake B3, an accumulator 260 that smoothly engages the clutch C1, an accumulator 270 that smoothly engages the clutch C2, and an accumulator 270 that smoothly engages the brake B2. Akicomulator 280, clutch C
A throttling valve that limits the flow rate of pressure oil supplied to each hydraulic servo and accumulator of 0, C0, C2 and brakes B0, B1, and B2, and quickly discharges the pressure of hydraulic oil from each hydraulic servo and accumulator. Check valve angle orifices 301, 302, 303, 304, 3
05, 306, a first solenoid valve S1 that is opened and closed by the output of the electronic control circuit and controls the 2-3 shift 1 to valves; a second solenoid valve that controls both the 1-2 shift valve and the 3-4 shift valve; S2, a third solenoid valve S3 that controls the direct clutch control valve 120, and oil passages that communicate between each valve and the hydraulic servo of each clutch and brake.

Oil pump 1 from oil sump via oil strainer 100
The hydraulic oil pumped up by 01 is adjusted to a predetermined oil pressure (line pressure) by a pressure regulating valve 130 and then supplied to the oil path 1. The pressure oil supplied to the second pressure regulating valve 150 through the oil passage 1A connected to the oil passage 1 via the pressure regulating valve 130 and the orifice 51 is adjusted to a predetermined torque converter pressure according to the throttle pressure output from the throttle valve 200. , lubrication hydraulics,
and the circulating cooler pressure to the oil.

The pressure regulating valve 130 has a spool 132 with a spring 131 installed in front of one end, and a plunger 138 that is connected in series in contact with the spool 132.
The throttle pressure and the spring load from the spring 131 are applied from the oil passage 9 to the small-diameter land (lower land in the figure) of the plunger 138 from one side, and the line pressure applied to the plunger 138 from the oil passage 5 is further applied when moving backward. The other side receives the feedback pressure of the line pressure applied to the upper land 133 of the spool in the figure, and is displaced, adjusting the communication area between the oil passage 1, the oil passage 1A, and the drain port 135, so that the oil passage 1 is connected to the vehicle. Outputs line pressure according to driving conditions.

The manual valve 210 is connected to a shift lever provided at the driver's seat. The shift lever is P (park),
R (reverse), N (neutral), D (drive)
, S (second), and L (low) ranges, and can be manually moved to P, R, N, D, S, and L positions according to the range of the shift lever. Table 2 does not show the communication state between oil passage 1 and oil passages 2 to 5 in the shift range of each shift lever. O indicates a state where line pressure is supplied through communication, and x indicates a state where the pressure is exhausted.

Table 2 The throttle valve 200 has a spool 2 on which the throttle plunger 201 strokes in response to the amount of depression of the accelerator pedal, and the plunger 201 and the spring 204 are disposed on its back.
The spool 202 is moved via the spring 203 between the oil passage 1 and the oil passage 1, and the line pressure supplied from the oil passage 1 is regulated to a throttle pressure according to the throttle opening degree, and output to the oil passage 9.

The second pressure regulating valve 150 includes a spool 152 in which lands 152A, 152B, and 152C of the same diameter are formed from the upper side in the figure and a land 152D of a smaller diameter is provided at the lower end, and a spring 154 is provided behind the spool 154 from the lower side in the figure. The spool 152 is connected to the oil path 1A from the upper side in the figure to the upper end land 152A.
The spring load of the spring 154 from below in the figure, the line pressure input from the oil passage 5 and applied to the effective pressure-receiving area of the intermediate land 152C, and the line pressure input from the oil passage 2E and applied to the small diameter lower end land. 1
It is displaced in response to the line pressure applied to 52D, and the oil passage 1
The degree of communication between A and lubricating oil supply oil passage 1Q is increased or decreased to adjust the oil pressure of oil passage 1A to the secondary line pressure according to the input oil pressure, and the excess oil is used to supply lubricating oil to parts of the automatic transmission that require lubrication. The remaining oil is discharged into the oil strainer 100 from the oil passage 1R. That is, when the input oil pressure is high, it is displaced upward in the figure to reduce the degree of communication between C oil passage 1A and oil passage 1Q, thereby reducing the amount of hydraulic oil flowing into oil passage 1Q and increasing the secondary line pressure of oil passage 1A. , when the input oil pressure is low, it operates in the opposite manner to lower the canter blade line pressure of the oil passage 1A.

The oil passage 2E, which is one input oil pressure, is a circuit for supplying hydraulic oil to the hydraulic servo C-1, which is a hydraulic servo for forward travel.
The hydraulic pressure Pc-1 of the hydraulic servo C-1 is connected to the oil passage 2 via an orifice 302 with a check valve that is a throttle valve, and an accumulator 2 is connected downstream of the orifice 302.
Manual valve (speed selection valve) 21 because 60 is provided
When 0 is shifted N-D from the N position to the D position, the pressure gradually increases from 0 to reach the line pressure as shown in FIG. Therefore, the secondary line pressure Ps of oil passage 1A
When ec is shifted to N - D, the rise becomes smoother as shown by the dashed line, and compared to the secondary line pressure characteristics shown in Figure 1, the difference from oil to steady value when N is neutral) becomes larger. It can be taken. As a result, in the case of the present invention, the torque change of the output shaft during the N-D shift is smaller than that of the conventional broken line as shown by the dashed line, and the shock during the N-D shift can be reduced. Similarly, in the N-R shift, the throttle valve 5-
By inputting the line pressure of the oil passage 5 through the above-described N-D shift, it is possible to obtain a shock reduction effect during the N-R shift similar to the above-mentioned N-D shift.

The first solenoid valve S1 applies high-level solenoid pressure (
When energized, pressure oil in the oil passage 2G is discharged to generate a low level solenoid pressure.

When the second solenoid valve S2 is de-energized, the orifice 33
A high-level solenoid pressure is generated in the oil passage 2F communicating with the oil passage 2 via the oil passage 2, and when energized, the pressure oil in the oil passage 2F is discharged to generate a low-level solenoid pressure.

The third solenoid S3 is a lock-up valve 12 that communicates with the oil passage 1H that communicates with the oil passage 1 via the orifice 342.
The oil pressure of the upper end oil chamber 121 shown in FIG. 0 is controlled. When the solenoid valve S3 is not energized, it generates a high-level solenoid pressure in the oil chamber 121 and presses the spool 122 downward as shown in the figure together with a spring 123 installed in front of the spool 121.
22 is located below in the figure, and when energized, the oil chamber 121
is discharged and reversed to low level solenoid pressure.

Table 1 above shows the solenoid 1 controlled by the electronic control device.
The relationship between energization (◯) and de-energization (×) of valves S1 and S2, the shift position of the shift lever, and the speed change state of the automatic transmission is shown.

The 1-2 shift valve 220 includes a spool 222 with a spring 221 placed behind it on the left side in the figure, and when the solenoid valve S2 is de-energized and high-level solenoid oil pressure is generated in the oil passage 2F, the oil chamber at the right end in the figure The high level solenoid pressure is applied to 224, and the application of the hydraulic pressure causes the spool 222 to be set to the left side as shown in the lower half of FIG.
The solenoid valve S2 is energized and the oil passage 2F is in the high speed position.
When the solenoid pressure is exhausted to a low level solenoid pressure, the spool 222 is set to the right in the figure as shown in the upper half, and the second speed position is obtained. In 3rd and 4th speeds, line pressure enters the left end oil chamber 223 from the oil passage 2C via the manual valve 210 and the 2-3 shift valve 230, and the spool 22
2 is fixed to the left in the figure regardless of the solenoid pressure.

The 2-3 shift valve 230 includes a spool 232 with a spring 231 placed behind it on the left side in the drawing. As a result, the solenoid valve S is set to the right in the figure and becomes the 1st and 2nd speed positions.
1 is de-energized, high-level solenoid pressure is generated in the oil passage 2G and applied to the oil chamber 234, and due to the action of this solenoid pressure, the spool 232 is set to the left in the figure, and the spool 232 is set to the 3rd and 4th speed positions. becomes. When line pressure is supplied to the oil passage 4, the line pressure is supplied to the left end oil chamber 233, and the spool 232 is locked to the right in the drawing, which is between the first and second speeds.

The 3-4 shift valve 240 includes a spool 242 with a spring 241 installed in front of it on one side, and in the first gear when the solenoid valve S2 is de-energized, high-level solenoid pressure is applied to the right end oil chamber 243 via the oil path 2F. The spool 242 is fixed on the left side in the drawing, which is the fourth speed (overdrive) side, and the solenoid valve S2 is energized and the oil passage 2F is evacuated to a low level oil pressure. Due to the action of 241,
The spool 242 is set to the right in the drawing, and in the fourth speed, the solenoid valve S2 is de-energized and the spool 242 is set to the right in the drawing. When line pressure is supplied to the left end oil chamber 244 via the manual valve 210, the oil passages 2 and 2-3 shift valve 230, and the oil passage 2B, the spool 242 moves to the right (in the figure) due to the action of the line pressure and the spring 241. 3rd gear).

The cutback valve 160 has a spool 162 that receives a spring load from a splinter 161 installed in front of it from one side (lower side in the drawing) and is displaced by receiving line pressure of an oil passage 2J from the other side via an orifice 165. When line pressure is supplied to the oil passage 2A, the spool 162 is set downward in the figure to communicate the oil passage 9 where throttle pressure is generated with the cutback pressure output oil passage 9A to cut back the throttle pressure. Output as pressure, spool 202 of throttle valve 200
Applying cutback pressure to the upper end land 207 shown in the figure,
The throttle pressure generated in the oil passage 9 is lowered. Due to this reduction in the level of the throttle pressure, the spool 132 of the regulator valve 130 which uses the throttle pressure as the input oil pressure is displaced downward in the drawing, and the line pressure of the oil passage 1 is reduced in level, so-called line pressure cutback is performed.

Next, the operation of the hydraulic control device by manual shifting of the manual valve 210 will be explained.

When manual valve 210 is shifted to N range.

As shown in Table 2, oil passage 1 does not communicate with any of oil passages 2 to 5, and both first and second solenoid valves S1 and S2 are de-energized. For this reason, the 1-2 shift valve 220,
The spools of the 2-3 shift valve 230 and the 3-4 shift valve 240 are both positioned to the right in the figure by the action of a spring.

3-4 shift valve 2 in oil passage 1 without going through manual valve 210
40, only the clutch C0, which is in direct communication with the oil passage 1J and the flow control valve with check valve 301, is engaged.

When the manual valve 210 is shifted to D.

As shown in Table 2, oil pressure is supplied to the oil passage 2, and line pressure is thereby supplied via the check valve 302 and the oil passage 2E to engage the clutch C1.

When the vehicle starts, as shown in Table 1 or 2, the solenoid pressure valve S1 is energized, the solenoid valve S2 is de-energized, and the spool 222 of the 1-2 shift valve 220 is located on the left side in the figure, and the oil path that communicates with the brakes B1 and B2 is 3C and 2H are exhausted, and oil pressure is not supplied to the oil path 4C that communicates with the brake B3, so the brakes B1, B2, and B3 are released, and the vehicle runs in the first speed.

As shown in Table 1, when the vehicle speed reaches a preset value, the solenoid valve S2 is energized by the output of the computer and the solenoid pressure applied to the oil chamber 224 is reversed to the low level, so that the spool of the 1-2 shift valve 220 222 moves to the right in the figure, and oil passage 2, 1-2 shift valve 220, oil passage 2
Hydraulic pressure is supplied through A, the check valve 306, and the oil passage 2H, and the brake B2 is engaged to cause an upshift to the second speed.

Upshift to 3rd gear is performed by computer output when vehicle speed, throttle opening, etc. reach predetermined values.
is de-energized and the spool 232 of the 2-3 shift valve 230
moves to the left in the figure, and the oil passages 2, 2-3 shift valve 230,
Oil pressure is supplied through oil passage 2C, check valve 303, oil passage 2C, and oil passage 2D, and clutch C2 is engaged, and at the same time 1-
The spool 222 of the 2-shift valve 220 is fixed to the left in the figure (towards the 2nd speed) by line pressure supplied from the oil passage 2C to the left end oil chamber 223.

For upshifting to 4th gear, as above, the solenoid valve S2 is de-energized by the computer output, the solenoid pressure that was being supplied from the oil passage 2 to the right end oil chamber 243 is reversed to a high level, and the 3-4 shift valve The spool 242 moves to the right in the drawing, the pressure in the oil passage 1J is exhausted and the oil pressure is supplied to the oil passage 1L, and the clutch C0 is released and the brake B0 is engaged.

When the Nicoal valve 210 is shifted to the R range.

As shown in Table 2, line pressure is generated only in oil passage 5, and both solenoid valves S1 and S2 are turned off. Since oil pressure was being supplied to the oil passage 2, the spool 232 of the 2-3 shift valve 230 was activated regardless of the operation of the solenoid valve S2.
is fixed to the right side in the figure by the action of a spring 231, and the oil passage 5 is connected to the oil passage 2C, and the hydraulic servo C-2 of the reverse clutch C2 is connected to the oil passage 5, the 2-3 shift valve 230, and the oil passage 2C. 2
C, line pressure is supplied via the check valve equipped orifice 303 and the oil passage 2D, and the clutch C2 is engaged. Similarly, line pressure is also supplied to the hydraulic servo B-3 of the reverse brake B3 via the oil passage 5, the 1-2 shift valve 220, and the oil passage 4C. As a result, clutch C2 and brake B
3 is engaged and reverse movement (R) is achieved as shown in Table 1.

When the manual valve 210 is in S position.

As shown in Table 2, line pressure is supplied to oil passage 3 in addition to oil passage 2. 1st, 2nd, and 3rd gears are shifted in the same way as in the D range, but line pressure enters the left end oil chamber 244 of the 3-4 shift valve via oil path 3 and oil path 2B, and the spool 24
2 is fixed to the left in the figure, so no shift to fourth speed occurs.

In the second speed, line pressure is supplied from the oil passage 2 to the oil passage 2A via the 1-2 shift valve 220, as in the D range 2nd gear, and from the oil passage 3 to the 2-3 shift valve 2.
30, oil passage 3A, 1-2 oil passage 3 via shift valve 220
Since line pressure is also supplied to B, line pressure is supplied to the oil passage 3C, and the second speed in which both brake B2 and brake B1 are constantly engaged is achieved, and the second speed in the S range is the engine brake when coasting. works, and the transmission torque capacity increases.

Furthermore, if the manual valve 210 is in the D position and a manual D-S shift is performed while driving in 4th gear, line pressure is introduced into the left end oil chamber 244 of the 3rd-4th gear valve as described above, so that the shift to 3rd gear is immediately performed. A downshift is performed, and when the vehicle has decelerated to the predetermined speed, the computer output energizes solenoid valve S1 to cause a 3-2 downshift, resulting in second gear with engine braking.

When manual valve 210 is in L position.

In addition to the oil passages 2 and 3, line pressure is also supplied to the oil passage 4. 1st and 2nd speeds are shifted in the same way as in the D range, but from the oil passage 4 to the left end oil chamber 233 of the 2-3 shift valve.
Since line pressure is applied to the spool and the spool is fixed to the right in the figure, no shift to third gear occurs. Also, the first speed is oil passages 4 and 2.
- The brake B3 is engaged by the hydraulic pressure supplied through the 3rd shift valve 230, the oil passage 4A, the low coast modulator valve 250, the oil passage 4B, the 1-2 shift valve 220, and the oil passage 4C, and the engine brake is activated. ing. Further, in the second speed, it is the same as when the manual valve is shifted to the S range. Also, when manually shifting to range while driving in 3rd gear, the left end oil chamber 2 of the 2-3 shift valve
The introduction of line pressure to 33 causes an immediate downshift to 2nd gear, and when the speed has been reduced to the planned speed, the computer output energizes solenoid valve S2, and 2-1
causing a downshift.

The manual valve 210 is shifted to the D, S, and L ranges, line pressure is generated in the oil passage 2, and the 1-2 shift valve 22
If 0 is set to 2nd gear (right side in the diagram),
Line pressure is generated in the oil passage 2A, and the lock-up control valve 120
The oil is supplied to the lower end oil chamber 124 of. When the third solenoid valve S3 is energized by this line pressure and the oil pressure in the upper oil chamber 121 is at a low level, the lock-up control valve 1
The spool 122 of No. 20 is moved by the force shown in the figure, so that the oil passage 1A and the oil passage 1D communicate with each other, and the lock-up clutch 50 provided in the torque converter 10 is engaged, so that the torque converter 10 is in a directly connected state. When no line pressure is generated in the oil passage 2A, or when line pressure is generated in the oil passage 2A, the solenoid valve S3 is de-energized and high-level solenoid pressure is generated in the oil chamber 121, the spring 123 or the spring 123
Due to the action of the high level solenoid pressure, the spool 122 is positioned at the lower position in the figure. While the spool 122 is positioned at the lower side in the figure, the oil passage 1A is in communication with the oil passage 1C, and the torque converter direct coupling clutch 50 is released.

FIG. 5 shows a related invention.

In the present invention, a shuttle valve 308 is used to connect the hydraulic oil supply passage 2E to the hydraulic servo C-1, the hydraulic oil supply passage 2D to the hydraulic servo C-2, and the input oil passage 2M of the secondary regulator valve 150. I'm in touch.

As a result, during the N-D shift, the hydraulic pressure generated in the oil passage 2E is input to the secondary regulator valve 150 via the oil passage 2E, the shuttle valve 308, and the oil passage 2M, and secondary line pressure is generated as shown in FIG. , during N-shift, hydraulic oil is supplied to hydraulic servo C-2, which is exhausted in neutral (N), through an orifice 303 with a check valve, which is a throttle valve, at the start of reverse travel (at R shift). Due to the action of the check valve-equipped orifice 303 and the accumulator 270, the hydraulic pressure Pc-2 of the hydraulic servo C2 exhibits the characteristics shown in FIG. 6 and increases smoothly. As a result, the Pc-
The secondary regulator valve 150 to which 2 pressure is input via the oil path 2D shuttle valve 308 and the oil path 2M is the oil path 1A.
Pc-2, which is sufficiently low and the input oil pressure in the neutral state when the throttle opening is 0, as shown by the dashed line in
The secondary pressure Psec that gradually increases in accordance with the pressure is applied to the oil passage 1A.
to occur.

Pb-3 indicates the rise characteristic of the hydraulic pressure of the hydraulic servo B-3. As a result, the output shaft torque during the N-R shift has smaller fluctuations as shown by the dashed line compared to the case where the throttle pressure is used as the input shaft pressure of the secondary line pressure (the broken line in the figure), and the shock during the N-R shift is reduced. Reduce.

It goes without saying that the countermeasures against N-D and N-R shocks of the present invention may be limited to only one of them.

As described above, in the hydraulic control device for a vehicle automatic transmission of the present invention, the input hydraulic pressure of the secondary regulator valve is the hydraulic pressure of the hydraulic servo C1 of the throttle valve, so that the power transmission efficiency can be improved and the vehicle can move forward from the neutral state. Or/and the reduction of impact upon transition to the reverse state can be achieved at the same time.

[Brief explanation of drawings]

Figure 1 is a graph showing throttle pressure characteristics and secondary line characteristics, Figure 2 is a skeleton diagram of a vehicle automatic transmission, and Figure 3 is a graph showing throttle pressure characteristics and secondary line characteristics.
Figure 4 is a hydraulic circuit diagram of a hydraulic control system for a vehicle automatic transmission, Figure 4 is a graph showing changes in oil pressure supplied to the hydraulic servo and output shaft torque during the N-D shift, and Figure 5 is a graph of the related invention. FIG. 6 is a hydraulic circuit diagram of a hydraulic control system for a vehicle automatic transmission, and is a graph showing changes in oil pressure supplied to a hydraulic servo and output shaft torque during an N-D shift. In the diagram 130...Regulator valve 150...Secondary regulator valve 200...Throttle valve C
-1...Hydraulic servo for forward traveling clutch C-2.
...Hydraulic servo throttle for reverse running clutch M 戊 ('/,) Takashi 4th Dan) 16 House Models 8 NrtJ, 'il 3 July 7, 1981 Commissioner of the Japan Patent Office 1, Matter I'I Indication ■ 1 Japanese Patent Application No. 78561 of 1958 2 Name of the invention Hydraulic control device for automatic transmission for vehicles 3 Relationship with the masterpiece E 1 for correction Patent applicant 11 Location Takane, Fujii-cho, Anjo City, Aichi Prefecture 10 Fuechi name
Aisin Wahnow Co., Ltd. Representative Masaru Nishimura
History 4, Agent 〒465 Telephone number 2-773-2449 Detailed payment statement d3 and Drawing 6, Supplement i]: Contents As shown in the attached sheet Akira 1111 7'a! 1. Name of the invention: automatic transmission for light rain) 11 control device 2. ze 1 permission 1;
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Jl, 1,, (, (Adjustment 7,
1 call 1 gono J ntarishi 1-I do one tough, > and a
? The oil R] adjustment device is in a neutral running state (, 1 is exhausted and in a reverse running state (through the valve).
- Oil of the frictional engagement device (supplied by line I-1)] 1 - i11+ of an automatic transmission for a vehicle equipped with Rivo C2! f control equipment complete table) j, automatic transmission for medium thickness 1 shallow oil + tg fb 1Sj indicates that the manual oil pressure of the above-mentioned Recank Regi lator valve is set to the oil h- on the downstream side of the above-mentioned Shibari valve. ! I 1jll i
i: Buy. 3) Thickness 1 which is actuated to selectively fix or connect the elements of the above-mentioned notification device. γ Engagement ゛ (A 11 e, achieves multiple power trains including forward, middle 3" l, reverse ? Combine with 11' block! Dual-purpose automatic transmission oil; A-control E fii
j-(Yes, oil f1 source, 1'1 is supplied from the hydraulic source ll'1. /x
F + dynamic, Ill - human power oil yT: ° pressure adjustment according to,
1fjj oil 1-1 Lee'\('[cut 1, i,
'C, light 41, r, rake valve, 1, J, h1, the metal from the rail 4'-rule tab 1')? The mountain is panono (according to the roll - C key aL, the fluid stopper's ('l moving ura L1, the mouth power cyclin r shi 11 is light l)
LsaUrut! Neutral driving condition ('11.
4JJanuary 1, forward running condition f; at t, 1. The bending function of the frictional engagement device, which is supplied with line pressure through the L burr valve, is discharged in the running position 1 of J.01 x'L.
1'1 state of running in reverse ("kl, 4'lr I'llj supplied by line E[ via the throttle valve):
I = Il, A'Rjifi O) 81111:
71: In a hydraulic pressure control system for an automatic transmission for a vehicle equipped with C2, etc., each of the above-mentioned oil pressures supplied through the valves 11 and 11 is the torque of the rib j. 41. Automatic change for light rain * (how many hydraulic control system j'j ++3
, li) Special explanation of the invention (111 of impact during gear shifting of automatic transmission for J vehicle = I'J: i-2 involved, in fi)''l state-((°, Moving forward Louis J or /ilj
J, When moving to reverse travel, im reach the output shaft of the fluid stepper d
Smooth 1 to 1 to 1 to 1. ,'L
, /, T vehicle automatic transmission oil L1. Control unit 11'1
related to °. . In vehicle automatic transmissions that use fluid couplings such as torque converters, there is a problem related to the high hydraulic pressure of the hydraulic oil in the fluid coupling. If the oil in the fluid coupling is too high, the power transmission efficiency will decrease due to noise, foaming of the hydraulic oil, generation of oil, etc.
However, due to the sudden change in V of 1 to 1 torque transmission to the output shaft of the fluid coupling, the output shaft changes from the 1 base stationary state to 1 base stationary state to +' + IR forward travel or reverse travel during i2. Migration Zurutosa i! l! J-shot is light 11-shi, and the feeling of driving in the city is good. In order to solve the problems in [1] and [1], adjust the hydraulic oil supplied from the oil 1-1 source and the hydraulic oil source according to the human-powered oil J''-. , said oil J: l-Reho's hydraulic oil H''C line J, + is placed in the regulator tab 1, d3, and the excess oil from the regulator valve is transferred to the hydraulic oil 11, I+i, i. ii!l'l J:+-shi, the fluid joint's f1 dynamic oil pressure, which is the 1st non-dari line, is generated μ, the second blade 1st, the J rotor valve 4, and the curved bar adjustment-!The device and the right d3 in the nl + rin control device of the automatic transmission for vehicles (, jl, conventionally as shown in Fig.
-]Tuttle month-l) [11 is renonondariregirutaben person)) Song 11 is confusing, S11 Tsu1~le listens to I-9, 1 is definitely disgusting, and t4 ngurisiin pressure Pscc is generated. I'm letting you do it. The characteristic of recangular line ff r)see in Fig. 1 is 1 in the direction 1 of 1 bar dynamic effect t. , 2 Naraisu II Tsu 1 ~ Le Listen 1 Sorrow 0 Nodosa no Recantari Shiin no 1
; 7 pressure is not -1 minute (because there is Moe Shinshu i) ma / 2 LJ,
After that, there is a technique to prevent the city from being effective for less than 1 minute. 1-1 object of the present invention is the direction of power transmission efficiency and the neutral state (
1°, '11 to forward 3q travel t (, t/o J, and backward travel, transition 4'i It, title J oriru i・l'i
"The 1.y reduction of rr was achieved to 11).
'] 7 j1? ※ Automatic change for light rain of the present invention) *Hano oil 11 system 1all 1:
t i (j 31, lo) 1 middle binding; old,'', Hikuyama 1
1-Lee 11 is operated and equipped with a frictional engagement device that selectively fixes the thread suction of the above-mentioned 1 and connects the IJ, and has multiple functions including forward, middle), and reverse. A gear shift 1JL structure that achieves a power train of
7. A hydraulic control device for automatic transmissions for vehicles.
a hydraulic source, and the oil 1 [supplied from a source 41. /= Adjust the pressure of the fl hydraulic pressure according to the manual hydraulic pressure, and add the oil 1 [Levo's 1'
1゜ Moving parts J, Tc generate a certain line 1''
The excess oil from the rake valve, OJ, and the regicolator valve is adjusted to the manual hydraulic pressure l + [iji-C, and the fluid phase f- is I' + dynamic i + i J1'- (a certain P Kangri line pressure is adjusted to the light condition. Sa l
Recantarile 1' + 1 nok valve to the right "oil-water style"!
Vt) In the running state of l',, forward, middle☆- (,1 exhaust pressure and in the forward or reverse running state, wine; l is supplied from &JLt through the valve. Said 1'71 detected engagement. The device's oil tank = Leeho C1 Yota Uratsukisu - Ho C2 for vehicles with l+ii+
Then, the human-powered oil (
-1 is a declension of the above-mentioned shibori bu j kawa/J is Ji,
l /戊DO・）ru. Please quickly show the present invention in diagrams and quickly explain it with an example.
. 2 1 (31 fluid type 1~rukunishi・bark and curve forward 4 speed reverse moon ()σ) ′)'+2 'H'j1 Vehicle white rib Cj driver ( Taking the example of 8!, this is the case diagram. This automatic transmission (geotorque converter 10. Medium shift jX!j 4'XJ O to -11
iii. The oil loaf system of the present invention shown in FIG.
The torque converter 10 is controlled by the pump 55, the turbine 5°, (the well-known 6 parts that connect the female notor 57 and the direct-coupled Clara f50). ], pump 5!+ is connected to expansion crankshaft 58 (l, pump 5G is connected to turbine 5!
)) is connected to the input shaft of the A-patribe machine 11η20 and the input shaft of the A-patribe machine 11η20 and the output shaft of the turbine 59 (Y1 ~ R) converter 1o.
- jf3 LJ 3'it ”1 to baton eve mechanism 20
'+i1! L 'A day at JA' `` `` `` Ni J Nakamura + Q shi'(b''?s. 1 time) The horn netaribee A64, which is rotatably supported by the horn (io, ``, etc.), is linguino' ( i 1
Jj J, bilink-(' , 1' 6!
1 i'n) (there, 1 ring gear 61, rear 6o
In between, there is a multi-plate ring which is a friction engagement device.
The forward clutch 1: O is arranged in 0 rows, and further includes the ring gear 61 and the overturn knob 20.
- A multi-plate brake 130, which is a frictional engagement device, is provided between the baton drive cases 66 (51 and C). i is a planetary gear transmission with 3 forward stages and 1 reverse stage (connected to the human power shaft 23 of the rotation mechanism 30. A multi-disc clutch C1, which is a forward clutch, is connected between the input horn shaft 23 and the two intermediate shafts). In addition, a multi-plate Clara/-02 with a one-knot position for reverse movement is installed between the input shaft 2: 1 and 7 (80). Multi-board play IB1, Tane Soshino 13 between Leungiasuke 80 do 1 and Lance Mitsushi, Zunguusu 08
2 O J, 0 - B) direction clap = F'l is depressed by 1. V ring gear 821 stepped to ring gear 80.
1. ．． 11 Merino 783, ij'j, 'I+'rear,'' supported Zocinetaribee 14 84, Ft
& Vinyl A and 1 item ・) The ring-1゛ノ'fat, the other one 411? 8G, flannel vinyl A87 supported by J and +21 on the carrier, ゛meshing with the vinyl A87-
) Ring 1 horn! ! Single bush netari 1 no I (gotsuto @, , N, j formation) (1, ring gear 85 is middle 17, '11': 'ili 2 'l)
d)su:Il'l, -1-11su)/1i in the second column
Jt, I 1st row ring 1 Noah 88; 'l'1'l
: i was d3, these 1-yari kanj; , j,
'0 ring lA 88 is connected to the output shaft 89)
3, ri) Between the 1-trinoa 8G of the 1st 1j and the transmidge zunno I-8 (j multi-plate sillage-1,,B 3
and one-way reso f12 etc. is set in jlrIri(], C is, 3(-'s jsuij is L, 4, r'li change j ho 1 kui No. 1(j, J strike is 1 Situation Revealed Tears 1,11
Controlling 'K <LF', L ゛, """Nishin's Strike 1 Tsu 1 Remons, J Cough, 1j % in light rain (1 J (1) (1)
According to article 1'1, each kutubu and /'l,, -j
The members of r゛1 and 2 are released and overnove (
Automatic transmission with 4 forward speeds including 0,,' l)): lL
/= is one I (, noni 1 al) shifting -, and only f dynamic shifting is J, < n? ') j, ('1 deaf shifting is t
3゜shift V to be K: )7 (1'/position clutch J3
J: Pill-1's V; 2 movement state is shown by person 11r-6 person 1 is 1'-re (4 changes) Insect Nozodosa no Jino 1-lever Jino 1-and clutch) engaged state J J, Bi-Konan car elevation speed 1
ffil 174 change) * Shows the relationship of stages, 1l-3 in Table 1, ○ is I? - Engagement of frictional engagement tree, blank [, 1, indicates release. Figure 2121 shows the hydraulic circuit for the automatic transmission oil control). 11111 i' li J road (, j, oil d) '1 A Illustreno 100, tears! , 11 Bonf 101.1 Eno no Crystal υh (B 1 ゛ (Reni 11 Shinokzu 1 ゛) 130, 2nd month Coca style) jHW:;
”, ((! Kangrire lll-=-ri4T)150
, Kak1~Back'5-r160, Ku\Tsuba ['Basbu i 10! +, Full Shari Rino 51″106, Rehabili Inono...l-Nosy/Nonsubq゛110, Direct connection 1ibQ i'l:lbr 12(1, S['
1 tutle valve 2 (1 (+, n-t', l/le valve (j muscle 1 membrane i) 210, 1-2 shift) ~ b i' 220,
Niji-0shi1l-1t? ::o, :'=-4 Jino 1
To valve 240.71 no-~・1311\ supply surface 11-
``x tone 1. l's 3411th, 'l's gray 'l l, '+ 1 (j) ill, refueling ft-
An intermission to decline the offer
i 1llll JI key); 3! Iru1''-1-s[~
tji11nobu1ゝ2! + 0, Smoothly engage the clutch C1 +/'11 0, Smoothly engage the clutch C2. Smoothly insert 4c δ0 771: , rl\r 2ε(0, Clap C01C1, C2 and y C-1-[30, B1, B
2 each hydraulic pressure 1 Norvo A3J, and 1)
The pressure oil flow section 4 is restricted, and the pressure oil from each hydraulic lever is
'-E G, L quick IJ<-j Now! Rice squeeze valve [
...Aru FF Tsuku Beni" 2 Ref. 301.302.3
03.304, 301], 306, the output of the electronic control circuit opens and closes 2-8 (the first solenoid valve S1.1-2 that controls the valves 1 to 1)'1 and 3-4 A second solenoid valve S2. J>
and n11, the third solenoid that controls the white connection control knob ``l'' 120, and the third solenoid 1-1'' S3 between each of the clutches 1 and 120; Consists of Yamakawa Riichibo) Sarakari Tie) Oil channel.. Oil i ('If' from A'I'll') 100 to f'
The hydraulic oil A'1 pumped up by the oil cylinder 101 is transferred to the pressure adjusting valve 'i' 130- (predetermined oil 1-f').
(line month -) ° (supplied to oil path 1. Pressure adjustment τ7jj' 130 and Δ refit 51 in oil path 1.
The pressure oil supplied to the 12-pressure nof adjustment valve 1j]0 through the oil line 1A connected to the -C via the
2 (output of 10/Jrusu [-1tsu1~ru] The predetermined torque is changed depending on the output [1-1d
3. Upper hinil l\rυii1'i I's', ``Shi'', ' I I (c WIA, l IF (舅"i,
6゜, Moon Power, :! 51'! j'bu (130ij1
, on the other hand, there is a sphere 131 or jll. Sanha P (i Snor'-le 132 etc., the spool 1-+2
(=to1ze1ji(jl'l' +lI j'nireIs:
: 7 lunge 17138 to the right, sphere 1;); back 1. ．． /J to oil road! 3 to said plunge p 13
8 small idenon (IC side run 1~) (.-applied switch 11 sole~l) 1 to z1, L
4>4:i"ll'J-4+1ton and l&lJ,
Reverse +1. ) to (Mazarani Tears 1 Road 5 to Ranshi N・
1;) Apply to 8 (\ line 0 () (), from other lines ('' of line j1 applied to spool figure small - 1 part land 1: I: λ) r - Doha Tsuk 1, Receive 1()゛(
Change KILi, adjust the communication area of oil passage 1, oil passage 1△, 13, and train boat 135, and connect c oil passage 1 to middle side running
Depending on the situation) 1゜1no2noI valve 210 is set in the order of luck () and 4.
'1 to git 1.・Bard) Su,! tied together. Gino 1-Lever 1. Jl, 1] (bar), 1≧(reverse), N (21-1-sill), D (drive), S (shikan 1~), L ([1-) ranges "771~ Turn off the button, set J for manual operation, 1), R, N depending on the range of the lever from 1). Move to each position D, S, 1-. Table 2 shows the communication state between oil passage 1 and oil passage 2-5 that go from shift 1 to range of each shift lever. O indicates the case where the line 11 is connected and supplied (), X 1. ＋ 1JI represents the state of being C. Table 2 s11 1 ~ Louvre 1' 200i1, j Tsukushi Le Begre's 'jl) i, including, 7 no hanging]] Tsu 1 Le Planci,, 201 or Su 1-L'' ~ The plunger 201 and the spool 2 () installed in front of the plunger 204
2 is moved via the spring 203 between the twin F1 and the twin F1 supplied from the oil path 1 to the twin F1 corresponding to the spring I to II3. Pressure adjustment C (Yamaji 9
(5-Output Rir.. 2nd month force i!I:IH5r1!+OfJ, figure; j\-1
/Iy l' i:i2A, of the same diameter from
i! +21"3, 152C is formed 'i3: l sea F
jν(; 二小f'fの一のしI"F21') かSET()
IVf
i (comprising Qed line link 154., Su/''
1j) 2 is shown in the figure, one end land 152 from l-no.
1＼(・Two-phase ■“81Δ Rekankuri Line Month 1) r
-Dopatsuku<, :Hiki+ノ, zuzu, -'F-fi to the above-mentioned streak link 1! + 4 boys, 1 fungus, and oil route: I
Human-powered from 1520 of 4''1 Receive IJ "C change 1◇, and oil passage 1△ and 1
1KI 'A'1 oil supply ura with 'RIQ' 1lIj through 1α increase/decrease μ (oil channel 1△ oil 1-1 is human-powered) To help yourself with the surplus oil, use one person: IVI 8"j Must ゛'), lubricating oil, l, -III ?:, i Rirunokome oil i1 (! 1 (,:) (J leaked 1J71.
1 and 2 extra turns (mountain), from the mountain road IR to the A oil path 100. Oil road 1Q
131 when the input oil L is low.
．． On the contrary, it is exciting (Yamaji 1A Ichishi Kantari Line/E
Make i fall. . The oil passage 21-, which is the input oil r■- of -f), is connected to the forward running oil H Leeho (there is a circuit for supplying oil to the hydraulic lever C-1). 1 oil 11 yen;-ICJ
frtsuku valve which is a squeeze valve ;l 71 Renois 302
via No (oil line 2) and A requisition 3 (
) 2 (JG, 1A, □I-Murek 260 is t
Ha J is done (manual J al valve <speed selection - well) 2H
1 is N i < 1 from x position] I'l-D shift 1 ~
When j, - as shown in Figure 4, it gradually changes from 0 to 9? L
IL/ Zinoin 1
it i, ha, no [! Kangri Rain FJ-, P s
ec lyo N-1 jino 1-ka i1. ．． ''・The dashed line shows the height of the base 1)\/+-, +'H Rira (J is shown in Fig. 1 and compared to the pressure Q: 1 t). , N (knee r-l~ral) 1
1 effect, +1 nu ()ro 1llll b' IH-) steady 1+
1+: J: 1゜ where you can see Jino in person (J,
(N-L) Shift 1 to mouth, 1 to 1, 1 to 9 of the output shaft of 13U will change 4., 5 and bright case fj line - (following as shown) 1 [broken 1' :Compared to 1+) (inner force is smaller, N -1) Gino)・I+, ','s block is IL(!
I-Table C. To 1 [I]; 1kodaN-1<Jino 1~
Nioi (Ll, oil route 0 to shibaribu i: !i -wo(
'J shi' C! JKari-1) Jino I.
Do T11 +,'+be1-NR node p,+1's C1 Tsuino reduction・〃Ura2kail,l1'□) is done. ffi i ノ'/l-',/(i"'5? S
11J,,A") '/Ice 322':ry/i
' l-/ 1llll ii'lf 2+1! Shiko Kion (High level solo horn 1' Dozuki on Yamaji 2G (
-Twin moon (ko'y'HL/i) cow-geshige, electricity 11
° 1 (2 (1, il + road 200! 1 - ura 4. Il exit t! L1 urepel... / l, /] f de month + 1... 2nd solenoid pressure 'i' S 21;1. J1
Energization 11: 'H (, 1, generates a high level solenoid pressure in the oil passage ?1- connected to the oil passage 2 via the Δ refit 332, and the I of L oil passage 21: i '61
Put out 1 +11 [= 11th level of 1~j
The 1° third solenoid 83 that generates E is j·1! 1) Oil in the oil chamber 121 at the upper end of the pump valve 120 as shown in the diagram.
Ill? Jru 1, this thread 7/Iduna i'S3 is non-oil "ihi 11higuchi, j, the oil chamber 121 has a high-level tsurenoid moon 'a゛/ll!'
(Illustrating the ■ne 123 and b+ko spool 122)・
Push the Rin spool 122 in the direction shown in the figure.
11゛l is placed U,) mouth j'1'f's 11, r is 1)
1) Reverse the solenoid pressure to L-Ct1 level. . 1) In Table 1 shown in Table 1, energization (0) of solenoid valves S1 and S2 controlled by electric control 911 jF7; , self 1
υj speed change (shows the relationship between the various speed change states -9°1-2 jet valve 2'20 is shown) 1/1 to 1. J',
Equipped with a spool 222 equipped with Av 221 and I41T, the solenoid valve S2 or non-energized is connected to the oil path 20, and the high level solenoid tune IV or 4 (if it is in the
The high level solenoid is inserted into the oil Ef 224 at the end I, and the high level solenoid is applied to the oil Ef.
In the figure, the engine is set to 43 (as per the student's request), the position is set to 171, which is the first gear, the panorama valve S2 is energized, and the oil passage 21 is depressurized (1- The 4J Mesol 222 is set to the right as shown in the figure, and the 12-speed position is ?5.
°1)
1”i, r A/Lz row 210Jj Yohi 2-3shiJ
hbu 1ゝ230', rfl'' - (Yuuji 2Ch Exploration et al.) ``
◇; 1: The line LL enters the oil full degree 223 and the snow-/and 722 c, t solenoid month-1ijl (f' shown 7+', 7j is set to 1-・1. 12-
'JJino 1 to valve 230 are shown) ■ne2
31 to 1lLI' 1+jJ Sitas f/L/ 232
woIIi+l e,'/shi/-(When the dob'i's1 is energized (and the oil filter 4!゛Ne 2
31's A'1 River (shown on the right 7'JL, '2 set and '1st, -speed A; device and/21), solenoid valve $1
is de-energized, the current is applied to the oil passage 2G, and the novel solenoid L is applied to the oil chamber 234. When the line L1 is supplied to the oil passage 4, the left end oil 3
Line 1f is provided to 3233 (1 and stool 2321
;J, 1st gear and 2nd gear are marked with a stone. The 3-4 jet valve 240 is equipped with a spool 242 having a spring 241 on one side, and is in the first gear when the solenoid 1 valve S2 is energized. : The oil chamber 2/13 contains the solenoid valve 242, and the spool 242 is fixed to one side of the 11th gear (A-baton 1') shown in the figure, and the solenoid valve S
2 is passed through, and the oil passage 21- is JUi D. [] The oil 11 of the level is roaring. Fourth
Is the speed-C distorted and the noid valve S2 free of oil and the spool 24? is set to the direction shown in the figure.Manual valve 210
, oil line il or tl is supplied to the end oil chamber 244 through the oil passage 2.2-3 shift I-valve 230 and oil passage 2B.
Irdoki spool 242 is the line Tsukio, J, Bibone 2
The effect of 41 is 41.
．． Ru... The force/yl/back valve 160 ranges from 10,000 (h in the diagram) to +
[J1] receives the spring load of spring 161 which is
1 other one?':) l;1. A reno fs 1 (i5', +
; Add oil I'll 2J of diyne j1-()(
When the twin 1-1 is supplied to the oil path 2Δ, the stool lLi2L; 1, j, 1;゛(Slot 1 ~ Luj1 shines)
-Back F [output oil i? ff≦)A)Iu)Yasa1
!゛C The stool []] When the tool is cut and packed, the stool 202 of the slide valve 200 is shown. Applied t!
, all roads 91-. 15i,',Ishi(IrusuL"1
9, (:'s II Tsu 1)
- Le J-cho's level down'': Su, the 11th I~le 1
1 and oil 11 Reggie l rake valve 1'3f) C
: 1.1, No. / 132 moves to the direction F in the diagram, and oil route 1's level is lowered [! .. Next, the operation of the hydraulic control device Fj by the manual adjustment of the manifold J valve 210 will be explained. The manifold valve ↑ 210 is shifted to the N range from 1 to 1.
't'(It's gone.) As shown to person 2, oil passage 1 is not in contact with oil passage 2. Therefore, 1-2 jet valve 2
20.2-3 Insert the spool of the seam valve 240 into the spool 41 of the cylinder; 3-4 shift I to valve 240 to oil passage 1, oil passage 1J, oil passage 1J, through valve 301 to ir:I
The force of the clutch CO that is in contact is engaged. When I went to Mayu 1 Alben 210'#[). As shown in Table 2, oil passages 2) and 1 are supplied, and line L or j (1 is supplied via oil passages 2) and The pushbutton 01 is engaged.When the vehicle starts OJ1, as shown in Table 1 or 2, solenoid valve $1 is energized, solenoids I1 to S2 are deenergized, and solenoid valves 1-2 and 1-2 are de-energized. 1゛221) 17) The spool 222 is in the direction shown)
Contact oil road 3C12111! , IJI, 1. i
Oil road 401 that connects to River 33,
2t) l Yamakawa is not provided with 4 co-supply (゛Sore 1-
B1.132, t3:i I [17 released, 1st
speed) j or 4f. Person 1 (1: As expected, the medium speed has reached the preset speed. With the output of 1 and 1, is the solenoid valve $2 open?
11 and applied to the oil chamber 224 is Φ11 higher than 111 degrees, so the scale 222 of the 1-2 shift valve 220 is as shown in Figure 1'-1 right y). Move, oil path 2.1-2, notobu i' 22 (+, tears 1
Path 2△, f-thick minute 306. Oil ij'R211E (oil j-) is supplied, the brake 82 is engaged, and the Azo shift to (2nd) 1st gear is carried out (1: shift, 97 gear shift to 1st 3rd gear). ～ is the vehicle speed,
, 5 fixed plantings) 1 Shi I Kotoki' comp! - In the evening output, I/(l・fi S + is placed 11 times, 2-3 shift valve j゛2 pieces; 0 spool 23211 moved to 71 blocks shown in the diagram, oil path 2.2-: 3 seas) 1~Valve 230, oil path 2C, BuJ-Tsukubu? 303, oil: 1"1I2C1 oil passage 21), oil 11' is supplied (clutch C2 is engaged, and the spool 222 of the 1-2 jet valve 220 is supplied from the oil passage 2C to the same IF,'1). Line Ir supplied to the h-end oil chamber 223 has 1J (as shown) 1 no'j (2; A: Gawa)
Fixed. . The knob to 1st gear and the throat are the same as above.
Solenoid valve S2 is energized and oil 1''
821- to the oil chamber 243 (the solenoid pressure is reversed to high level and the spool 2112 of the 3-4 shift valve is on the right in the figure), and the oil passage 1J is moved to the IJ
When the I pressure is applied, the oil pressure is completely supplied to the oil 2811, and the club.
30)] 'X1 system is combined. When the manual valve 210 is set to the range 1, 5. As shown in Table 2, the line pressure is high only in the oil passage 5, and the solenoid valve S1 and 82μ) (to O[=[-1
, 1J solenoid pressure 1 where hydraulic pressure was not supplied to oil path 2
Regardless of the example of the operation of S2, the spool 232 of the valve 230 is fixed at the position shown in the figure by the action of the spring 231, and the oil passage 5 is connected to the oil passage 2C.
After] i (river: Nop C2 oil Ji Lee elementary school 0-2 (1
Oil passage jI, 2-93 71 to block 1 230, al+
Road? C, もJ〕//1ifJ Line pressure is supplied through the A refill 3 () 3, oil passage 21) and the clutch C2 is engaged, 1!,: The same is applied + ' = oil path 5.
1-2 shift I/valve 220, via oil path 4C', stage if
Hydraulic lever for c - IB3, hydraulic lever B~3, 1)
2Jj 4. When O"I l/1-R3 is engaged, 21' (lg) is almost completed as shown in Table 1. ・'-Ni-no-' Lube T210 is in S position. □7 people 2j
In addition to the oil line 2 as shown in the small J - (oil line L> k, the line pressure is (jl, j commanded 1, 1.2.3) the insect is 1 1 record 1
)l Nonji Nododo 5'-Dodo (: 11's 11・ is convex, but OI circuit; (, oil (1 "82.13"6'W
f'(,-,'J-4 shift valve no'j;:H7 mountain 7
f: 244 + J cylinder / degree - The wheel 2112 is fixed at the 1 force shown in the figure (, Shift to 1st! speed I · (
,1,no1ji4f. , 1, ta"j'72 J's odor C is from oil passage 2 through 1-2 shift 1 to valve 220 as in the second gear of the [] range -C oil passage 2, (,-) If r and j1 are supplied, then b
(From oil path 3 to 2-3 shift 1 to valve 230, oil path 3Δ,
Since line pressure is also supplied to the oil passage 3B via 1-2 Jino 1 to Bu ♀ 220, line pressure is supplied to the oil passage 3C.
(At 1, the 2nd speed is achieved in which both the 1tlr brake B2 and the brake B1 are engaged, and the S range 2nd speed is -
At 1st stroke 11.1, the engine brake is activated and the transmission torque is increased.Also, the Manny J Al valve 210 is in the [) position and the 4th run is started.
If you perform manual (・l) -8 jino 1~ during j, 1)
As shown in q, at the introduction of line 1 of the oil chamber 2441 at the end of the 3-4 speed valve, a da j non-jit is made to the 3rd gear, and the schedule is Up to speed / deceleration 1 sword,
”1. '1 j: At j, energize the output of the 11-input motor or the solenoid valve S1, and turn the 3-2 town shift 1 to 41 to set the 2nd speed where U, -1-indicator l,-1 is effective. q17
It will be done. 1°-t',i'/Suppose the valve 210 is in position 1. In addition to oil passages 2 and 3, zero pressure is supplied to oil passage 4. In the 1st and 2nd message, the same shift as in 8 of the above [) range is made 4 times, but from oil passage 4 to 2- (no. 1t enters, sub'
- KX of fixing the key to the figure small ('i j), f 3
The shift to the stray is 1-shi/I'i1. Yonokuzu 1st gear is oil path 1
1.? -3 Ji 2 No 1 ~ Valve 2: Tsu 0, (Yu '8 'l△
, 1111--, l-kari-moji-r L/-ri 43ゝ2
50, oil path 413, +-2 shift 1'-valve 220, Ura:
(tl 4 Cwog - (ljl supplied for Iyama -)
Leaving Gray 1 - E33 1 Itobosa d ■ Nshinhano - 1
I would like to contribute to Gasari J-5 (Iru 1, Mako 2nd gear (Ha J
”-L valve is set to S range (Iruto Sato j
[It is 11th. Sl, 1. :, No. JJ East state run (1
November 1 Nonji
．． 22-3 Zino 1- Valve] 1- Mf:: Oil ηI 2J
3A, due to the input of line J1, l: /, J /
A downshift was made to 2nd gear, and the scheduled shift occurred.
Sorry, at 11.5 points, which was reduced by 1, turn the input into one output or turn on the noise F5 door 2.11.2-
1.), S, L ranges are set to 1.), S, and L ranges, and 1 twin Jf is set to Yamaji 2. character,
Month':) 1-2 jet valve 220 or 2nd speed side (see diagram)
)) When the line pressure is set to L, the line pressure in the oil passage 2A is
1;:Yuyu 12a+:,-supplied. Due to this line pressure, the third solenoid valve s3 is energized and the upper end oil chamber 121
If the oil is hot, the snort 122 of the lock-no-tube control valve 120 is not shown.
L)) is moved and oil passage 1A and oil passage 1]] are moved, and 1
[jtsukura'] was established in the room 1o
(10 is engaged), 9 is directly connected to the inverter 101, 1 is connected directly to the inverter 101, and 9 is the twin pressure in the oil passage 2. Ushishi-C
When the solenoid valve 83 is de-energized and the oil q 121 is at a high level, the spring 123
Or Pone 123 high level solenoid t, +1
7 mouths L-("Spool 122 ca position J-
Ru. While the spool 122 is placed r, I, on the lower valve J shown in the figure, the oil passage 1△ is connected to the oil passage 1C,
The inverter face clamp 50 is released. Figure 5 shows related inventions. Invention? l-4: Hydraulic oil supply oil passage 2 to Ura J1 Revo C-1 [and hydraulic oil supply oil passage 2 to Hydraulic Reevo C-2]
[], l control valve, l tab: ゝ150 man-powered oil line 2M are connected by a seat valve 308. This is 1'', SN -1) Schiff 1~nil, is Recantarile 1-: t l note i'IiO'\song 1) is 9
2F, Shitotutle valve 30-3, oil line 2N/1ro: Chi?
C*'
i, 41%L, as shown in the image, the Rekandarishiin River is shining) 1
, N-Rishi, y i-11,'i 1. ;1. l+
s'r (N) when d3 E CJJ group (iro (
11 ge [Start traveling backwards to Livo 0-2 11,'+ (R
shi,/l-11,'+) 1. -,, The L valve is a valve fl)7r 303 joint, (f1
When lino oil is supplied,
(13) "i:, t l=, I' of rater 27o
+ The oil pressure Pc-2 for the river's oil moon curve moon - small 0-2 is shown in Figure 0./, 1. li 1.1 and 1. νN rises smoothly little by little. In addition, J, the corresponding l'c -27-1 is oil passage 2])
1Rosuke], (Input Senonondary 1Tsugirator'
51゛1! +0 is oil path IA+,,7-)i+j iri
4rk '-'-" As shown, Su
<(i do/to)
7″ (gradual increase 1j’) J:y 9’
IJ I+ l' 5 (IC?llI 1lff I
A tko5P, ', j:, cL l! le,. I) b-3 shows 1 degree I up 1 of Ura 11 of hydraulic lever +-313, IJ property. To this, J, If-R Jino 1~
11,) as the output shaft 1 - the input shaft j of the line 11]. The fluctuation is small, and the shock of N-1 Kushino 1 to 11 is reduced.The countermeasure against N-1 and N-R shock of the present invention for 4 guns may be considered as "j". Of course that's true. 2 or more [-glue 11 < automatic change for light rain of the present invention) medium machine oil,
The Hil+' control device z1 connects the input 111111- of the regulator valve with the oil 1 of the throttle valve, so the power transmission is effective! (・′
direction 1-during 1''f from state forward) ((or/and movement of backward state l\\1JI1.'I; 1 of λ
4. Brief explanation of the drawings. Figure 9'32 is the 11th diagram of the white shift couple for light rain, and Figure 3 is the circuit diagram of the automatic transmission control for light rain. -1”)
Output shaft 1 supplying oil j1 - one small l\\ during shifting
-Gunf who reduces the dilution of Ruku, Figure 5 is related invention 11
I+I+pressure circuit diagram of the Ura) control system for a two-way automatic transmission, Fig. 6 (6L-N-1) Supply oil L1 and output shaft 1 to the Jino l-11,'l hydraulic pressure pipe -1. There is a graph that shows the change in the value of 130...1 regulator valve 1!+(1...
・Rekanda January〕=%''' 1 Nota dialect 200... Melo 1 So 1 ~ Le j'? C-1...front;IL i:L
t'i river ku use f (1) nu J-i, l ru・
J・ Q-2... 1 advance i-1 river clutch hydraulic pressure 1 small E? ) Illustrations・1 sill 0 zuto 1 shisu/i ('/,) j゛52Fig. 'l l;'l Office I'1 display 111 old + 8 i 1 special 1. 'Eye 1 No. 78! J61 Sho 2, Title of the invention: Hydraulic control device for automatic transmission for vehicles.
) Fishin Warner Co., Ltd. Representative Director Nishikan Masaru
History 4, Agent 〒461】Telephone (152-77:!-
2/lA9 Office 8-11 Hongo 2-chome, Naduka-ku, City [l I
GO address fee //, (8(104>patent attorney (j
Kuro Ken - Ri, correction order Ritsu - ] I" Spontaneous (1 draw 11 λ1 elephant details 1!) Full text and drawing 7, contents of amendment Attachment trace 1, name of invention Hydraulic control device for automatic transmission for vehicles 2. Scope of Claims 1) A friction engagement device operated by a gear device and a hydraulic pressure to selectively fix and connect elements of the gear device; A gear transmission mechanism that achieves multiple power trains including reverse, and a fluid phase; oil L [control device for a vehicle automatic transmission, which is supplied from the hydraulic source; f1° The hydraulic oil is pressure regulated according to the manual hydraulic pressure, and the hydraulic oil is controlled by the hydraulic I!1I (lIl) valve, which generates the line pressure that is the hydraulic pressure of the oil J1 servo, and the residual pressure from the hydraulic J1 regulator valve. The oil regulator valve that adjusts the pressure according to the manual oil pressure and generates the hydraulic twin pressure, which is the hydraulic oil IXE of the fluid joint, and the oil adjustment device that controls the hydraulic pressure, and the neutral running state C is IJi month-
In the forward running state, IJ is supplied with line R through the L lift valve. Device j: A hydraulic control device for an automatic transmission for a vehicle, characterized in that the manual oil pressure of the L regulator valve is set to the hydraulic pressure of the rear leg L regulator valve. 2) IM: + Middle device d5J, H oil pressure (Tabo

[actuated by this to selectively fix the elements of the gear system; k/,:
Equipped with LJ connection bay 1iill l detection engagement device,
A transmission that forms multiple power trains including forward, neutral, and reverse. , <Iguru vehicle origin 1h speed change (control device i!7-(
Yes, the hydraulic oil supplied from the hydraulic source is adjusted according to the manual hydraulic pressure, and the ('l') of the hydraulic pressure source is adjusted.
: 1JJh++Moon
+ Surplus &I+ from the rotor valve is applied to human hydraulic pressure 1+i>
Adjust U'C and adjust the fluid coupling's 1.'' [moving part IL and th
[Secondary leg that generates recancreating twin pressure]
A hydraulic pressure adjustment device that controls the brake valve and the hydraulic pressure of the friction engagement device in the neutral running state (11 pressure is applied in the reverse running state and line pressure is supplied via the throttle valve in the reverse running state) −
An automatic transmission for a vehicle, characterized in that, in the hydraulic control device, the manual oil pressure of the control valve is set to the hydraulic pressure downstream of the tie valve. Hydraulic control device. 3) A friction sensing and engaging device operated by a gear device Jj and a hydraulic servo to selectively fix or connect elements of the gear device, and capable of multiple movements including forward movement, neutral movement, and reverse movement. This is a hydraulic control device for an automatic transmission for a vehicle that combines a tooth variation mechanism and a fluid partner to achieve a horn row, and is a hydraulic control device for a vehicle automatic transmission that uses a hydraulic pressure source and the hydraulic fluid supplied from the hydraulic source by human power. oil j3
The pressure is adjusted according to the manual power + 1111F to adjust the line pressure, which is the operating oil pressure of the oil J11 novo, to the line pressure, which is the operating oil pressure of the oil J11 novo. Hydraulic pressure regulator, which generates the same hydraulic pressure, is connected to the secondary hydraulic regulator, which generates the same hydraulic pressure, and the neutral running state c' (March 11 pressure and 1).
) In the 11 running state, one twin n-
Oil of the frictional engagement device to which is supplied:
In the running state of C1 and middle O, the pressure is exhausted and the line pressure is supplied through the valve (11i) + clearance ratio i', 'i: equipment oil) f
The above respective glues supplied via the 1-ner small C2 and the l1ifi lζ medium and light rain+)+transmission Hll J, f control device through the outlet I'', (,,
f: Oil j on the downstream side of rib 1゛]- is '4J
1. Hydraulic control device for automatic transmission for medium weight (Juru)
Reduction of attack] Involved in the beam, move forward from a neutral position at 12''
1 to be transmitted to the output shaft of the fluid I1
Concerning the hydraulic control device for medium-sized automatic transmissions with smooth edges. 1 1 ~ Luk 1 Heart Tie ``In medium-sized automatic transmissions that use 11 teeth for the flow 1 hole, the following problems occur related to the level of (' + moving part hydraulic pressure in the fluid coupling). a) Oil in the fluid stepper) Noise occurs when the oil pressure is low.
Power transmission efficiency decreases due to foaming of the hydraulic oil, cavitation, etc. 10) Hydraulic pressure in the fluid joint is high) J4j: iヱEfficiency is 1 ril L, but the rise of the fluid joint's output shaft l\σ/lux transmission is rapid, so the engine stops and the output ll11j is applied. While it stopped\'
Solve the problem of moving forward from the 1 state to moving backwards (when moving to J, a shock occurs, which is undesirable for vehicle driving experts. Savings 0
The pressure is regulated according to the input hydraulic pressure of the moving parts supplied from the hydraulic pressure source and the hydraulic pressure source, and , the excess oil from the h-ray-1-l rotor valve is input to the oil L1.
A hydraulic adjustment device equipped with a secondary regulator valve that adjusts the pressure according to the hydraulic pressure of the fluid coupling, and a secondary regulator valve that avoids the in-pressure by 4L. 111 (conventionally, in Figure 1, there are 1 changes depending on the level of 1, 1, 1, and 1).
1n I l1-P L t+ is recantarile = li
Depending on the opening degree of the lator valve's human-powered oil j-1- and the slot l-le, the embarrassing recancriline Jlfl P sac will light up [! - (There is.) Figure 1 (Ha11 Cancellation rigidity ff P sec special key is transmission effect ゛':・direction 1-
(There is a self-effect, but it moves forward from the neutral state [Easy to move forward because the Zekandari twin Tsuki no Furu 11 of Tsuki no Doki is not Cd for 1 minute (j Manoni is running backwards) Start of Part 1 11''i 4.: J5's punishment prevention effect against the Song is insufficient. Enter 'I-like F, # -C) f'i' J-l Kara i'l
Fj advance f'l yoj'c 4. -1/J'3
Yohi running backwards? In the movement of J-1\, the impact was reduced by 3, and the same 11.'J was achieved. Hydraulic control device for automatic transmission crosspiece for vehicles (j, Yamanaka device d3J and hydraulic valve actuated to selectively fix the tooth middle and tooth width elements described in +iii) at 1°'. ./-4J,
3'l! Equipped with an engaging device that allows you to move forward, neutral,
(2) A gear transmission mechanism that achieves a multi-failure power train including ■ and a fluid coupling. , a hydraulic source, and the pressure of the operating ah supplied from the hydraulic source is adjusted according to the input oil L[, thereby generating line pressure which is the operating hydraulic pressure of the hydraulic lever. J, adjust the pressure of excess oil from the regulator valve 1 according to the input oil pressure, avoid the recantary twin pressure which is the working oil pressure of the fluid coupling, and connect it to the recantary refractor valve.
l+pressure adjustment device and neutral running state (゛ is telj,:
i-1icf ;if: , L/This is the running state in reverse.
2 is installed in the hydraulic control system of the automatic transmission for vehicles (li1'1), and the input oil pressure of the secondary leg and Ll notor valve is set to the oil pressure of the throttle valve. 4. Configuration. The present invention will be explained with reference to the drawings and an embodiment.
FIG. 2 is a schematic diagram showing an example of a medium-sized gear shift range formed by combining a planetary gear shift mechanism with a gear shift mechanism. C's white J speed class is 1 to lux converter 10, A-bar 1
- The shift mechanism 20 and the planetary mountain transmission mechanism 30 with three forward speeds and one reverse speed are set as shown in FIG. controlled by 11 - The converter 10 operates the pump 55, the turbines 5G and 13, the snorter h7J3j, and the direct coupling clutch 50. Well-known things (・duri, pump 55
Machine IM + Crank 'I'llll! i 8, and the turbine Σ) 6 is connected to the turbine shaft 1) 9.
0 person horn 11 Sen and Ijin) are connected to J3, Δ-Patribe Kojo Uchi 420 (Ko J'iL Puru 3!+, Ill Nanchu) and -1-Tria 60 . . II Norino'("rO ni -") (Zoranekuribi A 64, supported by 1 rotation 1jj function, includes 1 ring gear 61) and 1 ring gear. 1 between /61 and carrier 60; 1tr1; 1r1
A multi-plate clutch CO and a -h direction gangway FO, which are devices, are installed in parallel (), and a ring gear 61 and a Δ-
Patrive machine 4iI') 20 z: Between the A-patrive 9-space 660 which are included, a multi-board play-IBO which is #rubbing engagement technique is provided. 1 Overdrive 1 Ikuyoko 2
The 0 ring 1 near 765 is connected to the input shaft 23 of the planetary mountain transmission mechanism 30 with three forward speeds and one reverse speed. Between the input shaft 23 and the intermediate shaft 29, a multi-disc clutch C1 with a forward motion is installed.
A multi-disc clutch C2, which is a reverse clutch, is installed between the engine and the ring gear 'l'l1180. Between the lean gear 80 and the transmission gear 68, there is a multi-disc brake B1, a multi-disc gray 4-132, hiJ,
A one-way clutch F1 is provided. The gear 82 provided on the gear shaft 80 is connected to the carrier '83,
(Practice) Planetary peace Δ- supported by J in 7
The pin 84 meshes with the binion-)1. :Linggi j'85
, another one -Yl・su) 286, supported by the carrier? j planetary binion 87, said vinyl Δn 8
The ring gear 88 meshes with the second row of gears X and rear 8. The ring gear 85 meshes with the second row of gears X and rear 8.
3 is connected to the first link 11 ('A 88), and these keys 1R, +'li 3 and J, and the link 1A 88 are connected to the output shaft 89. Column V11
Between the rear 86 and 1-lance, Mitsushimi 1-in/north 08, there is a multi-plate play 4B3 and -y) direction clan f12 or 11.
This gearbox T4:+width transmission mechanism [11 explained below]
11 pressure control A-device 1J,
Between T and L, each Clara is engaged (and L is released) according to the medium speed running line f1 of the medium thickness. 11-speed/1-speed automatic transmission including Neutsu (0, 1), :(, j, "Dynamic (N'-L)
-1] I) gear shifting and manual shifting only, J, and reverse 1-speed gear shifting are /J'. Mutter speed 1 no'b' / ii! l Lance f-d3 Yohi brake-1's f1 moving state 4 people 1 (show this! J'2,'1 is white: IIJ+ is the speed of speed 1-lever 〇Jino 1 ~ position'n S1) , shows the relationship between the engagement state 1υ of each frictional engagement mounting surface (flare 1-OJ, υ・1-nonotsf) and the gear stage of the planetary south/central transmission 1 shallow structure. In Table 1, ○ indicates frictional engagement. Engagement of elements, blank space indicates release. FIG. 3 shows the oil 11 circuit of the pudding control device of the automatic bending machine shown in FIG. The oil circuit is installed in the oil reservoir/; Δ-Il Stranow 100, hydraulic pump 10? , Pressure adjustment valve 1゛ (Leggy rake valve) 13 (1, 2nd/L horn adjustment valve i゛(
L! Nonondari 1〕-1-J Rake Valve) 150, Kak(
- Back valve 1601 Courier bypass valve I''105, Brush valve 11 Relief valve 106, Rehearse valve 1101 Direct clutch control j111 120,
S Ll y t-lube i 200, J-: +fulbu'r
(Constant speed j1゛) 210,1 2 shift 1~valve 220.
2-3 Sheet I ~ Blue I'23 (1, 3-4 Shift 1 ~ Valve 2
40, Play 1 [Oil supply to 31 11-4 Adjustment Intermediate 1~. 1-S 1 to 2 Rake valve 24
5. Supply to brake I33 1llll r! Adjust the row: 1-S1~Seal-Tab e2! l O, comb y-CI to smoothly engage i11 Tsumulator 260, clutch C2 to smoothly engage'=c J Shinlua 4-Ilx L/-ri2'7'O,-/' L/-
4-[32(7) Yen to concurrence? Add <'C to i'1 A4. J Mulek 280, Kunot fCO, C1, C2d
3 and/Rake 130.81, 132) Yamakawa (Novo 113J, and) 74-J LT supplied to Murator
aft flow rate, and each hydraulic pressure
- Drainage of hydraulic oil from the second mulrator
．． 302.303.304.305.306, the first valve is opened and closed by the output of the electronic control circuit and controls the 2-3 shift valve.
Solenoid h'S 1. A second tlenoid valve 82 that controls both the 1-2 shift valve and the 3-4 Zino 1~ valve;
J> and the west connection clutch control) (120 to i1++J
fill third solenoid valve S3, ;li'/
It consists of oil passages that communicate between each valve and between the hydraulic pressure points of the clamps and brakes. The hydraulic oil pumped up by the oil pump 101 from the oil dY1 through the oil pump 100 is adjusted to a predetermined oil pressure (line pressure) by the saw force adjustment knob t130 and supplied to the oil path 1. Pressure oil is connected to the oil passage 1 through the pressure regulating valve 130 and the second pressure regulating valve 150 via the oil passage 1A.
The pressure is regulated to the circulating cooler pressure to the Lucon Bark pressure, il'J'J lubricant sweat, J3 and Ail. 1.1 The force regulating valve 130 has a spool 132 with a spring 131 installed in front of it, and a l2f flange, 13g, which is arranged in one row in contact with the spool 132.
- from one side to the oil passage 9 to the plunger I
, 138 (lower land shown in the figure) receives the spring load applied to the spring load from the spring blade ring 131, and the oil path: 1 to J is applied to the reverse +141.
Ranci A. 13 (receives line I applied to 3)
, and others) receive pressure from the line L1 applied to the spool 1 sind 133 to change C (C7, L, oil passage 1, oil passage 1A and J, and the drain). i~135 Adjust which communication area 4i11 and output the input j1 according to the Φ both positive 1-j article 1'l to the oil path 1. The 9, Zino 1 levers that are connected are P (park), R (reverse), N (-J-l~
′, /ru), 1〕(donii/”), S (second>,
Each of +- ([J-) has a non-jino 1- and borane-1, - pivoting fl (, two-up shift] - cF depending on the lever range),, with +, N, It moves to each position of O, S, and t-.Table 2 shows which communication state of oil passage 1 and oil passage 2 to 5 in shift 1 to range of each jet lever.3. Indicates that the throttle plunger t-201 is supplied, and × represents the state in which it is supplied. l
The plunger 201 and the spring 204 are connected to each other via the spring 2()3 between the spring 202 and the spring 202 provided with the IY.
The throttle 202 is moved to adjust the pressure of the throttle valve T supplied from the oil passage 1 to a throttle pressure corresponding to the throttle angle, and output the throttle pressure to the oil passage 9. ε('December force adjustment F [valve 1j) 0 has lands 152Δ, 152B, and 152C of the same diameter as shown in FIG. Snow ring 1 installed in front from the bottom shown
1 with 54 and 1 stool! i 21 receives the feedback of the cylinder pressure from the oil passage 1△ to the end land 152A from the upper part shown in the figure (,), and from the lower part shown in the figure to the bottom of the front RL spring 154, the oil passage 5 /) 1 is manually operated. Ijj 1 hit 11 of intermediate land 152C: l'rl
l 4! Sea-in applied to -1- and input from the oil passage 21 below the small diameter Q; 1; land i! j2 ()> In L1- (transformed?), oil passage 1A is applied to H'1 oil supply oil passage 1Q. Adjust the amount according to 1 ton of input oil to the amount needed. II: Excess oil to the lubricating part of the automatic transmission. Oil line 1 for supplying IVI lubricating oil. μ, and any remaining oil goes into oil path 1.
If the input oil L1- is high, it will be 1 as shown in the diagram.
The degree of communication between oil passage 1△ and oil passage 10 is reduced to reduce the amount of hydraulic oil flowing into oil passage 1Q, and the secondary twin pressure of oil passage 1Δ is avoided to increase, and vice versa when the input oil pressure is low. It operates to lower the secondary twin pressure in oil passage 1A.
, Sashi↓ru. Oil passage 2F with one input oil pressure C
゛Yes, the oil pressure pc-1 of the oil rt-nervo C-1 is a throttle valve.'f] A rift with a pull valve, connected to the oil passage 2 via the rs 302, is connected to the Δ rift 302. Day 1. :1. -1\rate?・60 is set!
When the control valve (speed selection valve) 210 is moved from the N position to 1)
When shifted to the N-D position, the pressure gradually increases from 0 to reach the line pressure, as shown in FIG. Therefore, secondary line 111]5ecl of oil 1K81Δ
As shown in FIG. 1, N++r7 is constant 1i regardless of the throttle opening shown by the dashed line, and becomes like the solid line in the black position. For this reason, the horizontal line F-f-P sec of the oil passage 1A (when the N-D shift is performed - it stands as shown by the dashed line) - the steering becomes smooth and the line as shown in Fig. 1. Canclidiin 1.L'l!11! (compared to N niural 1~ral) 11.1.
: You can make a big difference between and. In addition, the 1-lux change in the output horn axis of J, N-D Gino 1 to 114 (,) is as shown by the dashed line in the case of the present invention. is small,
It is possible to reduce the amount of sheeting during N-D shifting. Similarly, one twin pressure of the oil passage 5 is inputted to the N-R shift 1 through the oil passage (I mustard valve 5'). As with Gino i~, the effect of reducing the scenery when IjNf < Schiff 1 is 111. The first solenoid valve $1 is a non-energized port, and 1 is connected to oil path 2 through A lino (s 3224). The pressure oil in oil path 2G is discharged to J, and the pressure oil in oil path 2G is discharged to J. 3 which produces a thurenoid pressure of 1 urea
゜When the second solenoid valve S2+ is de-energized (■), a high level solenoid pressure is applied to the oil passage 2 [: which is connected to the oil passage 2 through the A-reverse 332], and when it is energized (It), it is
The L1 oil of the I+ path 21 is discharged at 111 [= 1 U level solenoid pressure is generated 3, The third solenoid S3 is connected to the oil path 1H which communicates with the oil path 1 via the A linois @ 42 1 ”Ivy up valve 1
The solenoid valve S3 controls the oil chamber 121 at the upper end of the oil chamber 121 shown in FIG.
1, a high level solenoid pressure is applied to the spool 122 together with the spring 123 at the front stage, pushing the spool 122 downward in the figure, and the spool 122 is brought together to the bottom 15 in the figure. The solenoid pressure is reversed. Table 1 shows the energization (○) and de-energization (×) of the solenoid valves S1 and S2 controlled by the electronic control device, and shifts 1 to 1.
The relationship between the shift state of the lever and the shift 1 position is determined. 1-2 shift 1~valve 220 is equipped with a spool 222 with a spring 221 installed in front of it on the left side in the figure, and when the solenoid pressure valve S2 is in communication with the oil passage 2F, a high level of solenoid oil pressure is applied. When the hydraulic pressure is applied, the high-level solenoid pressure enters the oil chamber 224 at the right end in the figure, and the squirrel spool 222 is set at the left side in the figure as shown in the lower half of FIG.゛1st gear position noise, solenoid 5
'FS 2 is energized and the oil passage 2F is IJl: 1m, and the spool/id pressure is at the level of 1j, and the spool 2221J is set to the right as shown in the diagram, as small as the spool 2221J. l'/Position 1'4 Rarel +l 'A
3, II '4 M a3 E Ckl/-l Funol valve 210cF3J, H2-3 Gino 1- Line pressure enters the right = end bend - 223 from the oil passage 2C via the valve 230, and the snort 222 is a solenoid. Regardless of F1-J
It is fixed to 1 small) 1 small). . 2 3shi', mowing (230 is shown) 1w for L million
When the solenoid valve S1 or 01 is energized and the oil passage 2G is in the position of the solenoid valve S1, the snow valve 2321J, is b231(1) fl II'(:l
> I show 11) The first one determined by kl, ? If the solenoid valve S1 is not in oil at positions ij', 7, and 7, then \(,j, there is a high level solenoid valve in the oil path 20 at 41 U III 'Total 2 :34 is applied, and the spool 232 is set to a position other than that shown in the figure due to the action of this solenoid I-. Sa-(1-range)
In this case, exhaust pressure is supplied to the left end oil chamber 233 and the spool 23
2, the first and second speeds are D-locked to the right in the drawing. 3-4 Jino 1 ~ valve 240 t,;i, -manni 241
It is equipped with a spool 242 as seen from the back, and is connected to the left end oil chamber 244 through the 1st and 2nd speed gear valves 210, oil passages 2.2 to 3, shift 1 to valve 230, and oil passages 2B. Since U・RNH is supplied, the spool 242 is connected to the line F1.
O'', due to the action of Bibone 2, the right side in the diagram (3rd gear) 1.
1: 1st gear is turned on and the solenoid valve 52 is de-energized)
, regardless of energization (2nd speed), it is in the 3rd hesitation state 1,
゛For the third and fourth legs, 2-3 shift 1 to valve 230 are shown in No. 1.
The pressure oil in the left end oil chamber 244, which is set toward Iζ, is connected to the oil path 2B.
, 2-3 shift 1--valve 230, oil passage 3, annual valve 2
10, so when the solenoid valve $2 is in the third gear a3 energized, the oil passage 2 F IJυ1.
Due to the hydraulic pressure at the first level, the spool 242 is set to the right in the figure due to the action of the spring 241, and the third
speed status (X), 1st I speed (J solenoid valve 82
J1 is energized, and the λ) wheel 242 is set to the right in the figure, resulting in the fourth speed state. 2) When the in pressure is supplied to the 2 oil passage 43, the 2-3 shift 1 to valve 2
Regardless of the position of the 30 spools 2S and 2, the oil passage 2
B
:;tJ241(7)lrikawa'-eI? lt＜'417
The 1° Jyl-hack valve 160, which is connected to 11 (m 3 /, + ()
, etc./) to (,1, oil passage 2 via A refit 165
When the line pressure is supplied to the circuit A, the spool 102 is set to −1・y] and the spool 102 is "tsu1
- The oil pressure is shining <, the oil passage 9 is connected to the pack f1, the output oil passage 9Δ, etc. l:! -C cut back the 11-hole valve (output the 1-hole valve 200)
A cutback EJ-G is applied to the land 207 at one end of the spool 202 shown in the figure, and al+? 81,115 yuan/[
Slot 1 to level town.
- The pressure is set to manual hydraulic pressure, and the pressure is 3,47 tabs 1, 130
At C, the force with which the spool 132 pushes upward in the figure decreases, causing the line pressure in the oil passage 1 to drop to a lower level, so-called line pressure cutback. . Next, manually adjust the valve 210 from manual valve 1 to oil I.
- ``Explain the operation of the control device 1, '? -E, -4-Al valve 240 is shifted to N range.As shown in Table 2, oil passage 1 is shifted to oil passage 2~ 5, the 1st and 2nd solenoid valves 1 and 82 are both de-energized, so the 1-2 sea 71
~Valve 220.2-3 Syn1~Valve 230.3-4 The spool of the shift station 240 is also rotated by the action of a spring (as shown on the right)
5, Manico Alf is located in ゛21o/! :n
゛ZARI゛oil passage 1 ni 3-4 sea, 7'r-valve 2/l (1
, oil passage 1, J a> J, and) ■ Only the clutch CO, which is in contact with the flow control valve 301 via the flow control valve 301, is properly engaged. I set the manifold J Al valve 210 to D. table? (2, 11, there is hydraulic pressure in h11 road 2, 11
Then, the IC clamp C1 is
1° Start of the middle picture 11', 'j IJJj Also (as shown in 12, solenoids 1 to jl' Sl are energized,
Solenoid valve S2 or J1 is energized and 1-22 node T2
The spool 222 of 20 has a d lily and a nozzle 1. '(1, +1', 2 consecutively tj'tl"j oil"&!'+ 30.211 !, k llf j-1, and oil passage 401 Koshiura 1-[ that connects to Ru-1433 is supplied It is not (゛ru-V[31,1''l 2
, F33 (is released, and the first speed A1 is 4g. −(゛ゝRenoi [
~The strain applied to the oil chamber 224 when the valve $2 is energized, /-
Since the id pressure is reversed to [1・/L//＼le, 1-2
Jino I・j'+゛22 (1 (1) s, l-le 222t,
Move to the diagram I) and install the oil passage 2.1-2 jet valve 220.
, oil path 2△, -11 valve 306, oil path 2 l l'
i eaves (oil B Ka (Jj N:'i Sale, Ru-1 [32 or engages C to 2nd gear)' Tsubusinodo is cow 1J. 1st,
', '+ trace '\'j' two, i shift -1, L T
t bow*, s [1 liter listening 1! , etc. are set to 7 (L to 1, /2 to 2) output from the motor (lenoid valve S1 is de-energized, and the spool 232 of the 2-3 shift valve 230 is moved to the left in the figure). Move, oil path 2.2-3 shift 1
~Valve 230, oil path 2C1 J-tsuku valve 303, oil path 2C1
Hydraulic pressure is supplied to the oil 1-[11-bo C-2 inner through the oil path 2[], and C2 engages, and at the same time 1-2
The spool 222 of the shift valve 220 is connected to the right side in the figure (
2nd speed is fixed to 3, 3-4 shift to 1-)
L [Oil is supplied to the left end curve 244 of the valve spool 242, and 4Jl is discharged through the oil path 213.2-3 shift 1 to valve 2:30, oil path 3, and manual valve 210 to the 3-4 shift. 1 to 240 are released, and the solenoid valve 52-1 is opened.
The upshift to 4th speed is the same as above (11 Solenoid valve S2 is de-energized by the output of the computer and the djj path 2[
The solenoid pressure is supplied to the right end oil chamber 243 from 3 to 4, and the solenoid pressure is reversed to high level. Suburu 2
42 moves to the left in the figure, and when the oil passage 1J is pressurized by IJj, oil U- is supplied to the oil passage 11-, and the oil U- is supplied to the oil passage 11-.
If II or FA is released, play 1: BO is in charge 1'
: L, -(/, is set. ,, /,, +7 norv i゛21 (1 is set to 1 and the microwave is turned from 1 to 1). As shown in person 2, line pressure is applied only to oil line 5. However, the solenoid valves S1, S2 and S2 are both ○ [[2 and 4]. Regardless of whether J”2-3 jet valve 230 spool 2324.L spring 2310)
()1j1] (Fig. 1i 'b fixed, oil path j)
connects to the oil path 2C, and connects the hydraulic lever C-2 of the clutch 02 for the first stroke, and the valve valve (=JA lift f3) to the hydraulic lever C-2.
03, oil passage 21)'a2'iL, -(Line pressure is supplied and C-2 in month, oil passage 21 as double pressure oil is supplied)
]'s [[KaJ (1 "1" also, Shiri, Koq) oil) 11 is reverse crank f seal non-streak ↑ 110 no I'
I gome spool 1 supplied to 'E oil','11.'l
12 is 4J superior to Snow Rishi'no 111 and is installed on the right side of the diagram. ]A
℃ oil 1] is supplied to the Lee small 0-2 outer and Clap-02 is engaged. , jl i f wat u flag-C2's 411 pressure 1-bo-2 inno, ()-21
By gradually increasing the oil pressure, the engagement of the reflatch 02 is smoothed and the shock at N-R is reduced by 41"f." Similarly, oil passage 5.1- 2
Reverse play to shift 1 via valve 220 and oil path 4C -
J, [-33 no Ura y1ri1 small B-3 Nishiichi he in J mouth] ＼Delivery picture. As a result, Clazzf-C2 Onibi V
Rake [33 is engaged as shown in Table 1] (Reverse (R)
or achieved. When the manual valve 210 is in the S position, line pressure is supplied to the oil passage 3 in addition to the oil passage 2 as shown in Table 2. 5th 1st
．． 2, [Similar to the case of the 3-1 range σ) shift l = #' /j, oil path 3, ill path 2 [
3 through τ3-4 to n) 1 asill pj+' 24
Since the line pressure is applied to the 4th gear and the squirrel 242 is fixed to the right side in the figure, it is possible to shift the gear from 1 to 4 to 4th gear. In addition, Jj C in 2nd gear is connected to oil passage 2 from oil passage 2 to 1-2 shift 1 via valve 220, as in the case of 07+1 range 2nd gear.
Δ(, oil line 3 or 1 as well as oil supply)
Line pressure is supplied to oil passage 3B through oil passage 3A and 1-2 shift valve 220. −
Kuben? The hydraulic pressure adjusted to J, No (adjusted) r to 4j) is sent to oil path 3.
11 to C! , given, 1 signal hour Bray 1-+32 J,
The second speed, in which both players on the first play, 31, engage, is achieved, and S
Range gear] 2nd speed f: When the engine is gray 1, the transmission torque increases and increases. , 1, NoJ\・2J Al valve 210 is at 1] position, and while running in 4th gear, 1]-S shift 1~ (j=i #: lift, as above, 'C' , J)-A Federation direction; 1: Oil room 244
1. To the former person of the line juice to. Reno, it would be nice to downshift 1 ~ at the first speed, ``rl,,' 1.-/
y 3jj; up to iQ / decrease) Song Shi lko + t1 point te 21
3-2 'j'un 5 no throat 411 sound 1.
, l-11-ngingray) is effective at the second offshore i:i 1
) will be. 1 1 No I Al Valve 210b'il- is 7Σ. In addition to the oil passages 2 and 3, line pressure is also supplied to the oil passage 4. The 1st and 2nd speeds are the same shift as the D range above.
is made from oil passage 4 to 2-3 shift 1 to oil chamber 2 at the left end of the valve.
33, and the spool is fixed in the direction shown in the figure, so it does not go to shift 1 to 3rd gear.Also, 1st gear is connected to oil path 4.2-3 shift H'i'230. , oil passage 4A, [ ]
- Course 1 ~ Moji Collator Valve 250, Oil Line 4 [3, 1-
The brake 133 is engaged by the oil 11 supplied to the 2nd shift valve 220 and the itl + path 4C, and the engine brake is activated. It is the same as when it is set to S range.Also, 33rd) Insect state - C run (J middle 1 - manual shift 1 - shift, +' + Fi note 2-3 shift 1 ~
Left bank of valve: Oil chamber 2331\'s line pressure is turned off,
11.1 point - 0 - 1 engine output energized solenoid valve S2, 2-19 11 inches above Unsino 1. Mayu: 1 Al 4''1'210 is shifted to 1), S, and l ranges, line pressure is generated in oil path 2, and 1-1'' is 1.
-2 Jino 1-3122 (L-shaped) 2nd gear is shown,'
, i JJ> (line pressure is generated in the oil passage 2A and locked)) is supplied to the lower end oil chamber 124 of the knob control valve 120. The solenoid S3 is energized, and the spool 122 of the cock-up control valve 120 is moved in the jX direction shown in the figure, and the oil is Route 1A and oil route 1D communicate with each other, and the 11 systems installed in the converter 10 are connected to each other, and the 1 to 1 engine clamps 10IJ are in a direct connection state. There is an in pressure of 71 in oil line 2A.
Is there line pressure in oil passage 2A? ((j゛) [
Tunoid valve S: 3i, J, de-energized and bent: '121
The high level solenoid pressure is 1'llN' (the spool 122 is on the lower blade shown). The spool 122 is located at
While in the air (, L oil path 1Δ], L oil path 1C) 1
1! tree? (13th, [・ruk]nhak iIl)
Engagement clutch; ]0 is released. . Figure 5 [Related inventions accepted. In the wood invention, the full oil extraction supply oil line 2 to the oil tank C-1
F, between the hydraulic oil supply oil path 2D to the hydraulic servo C-2 and the input oil path 2M of the secondary leg: J rotor valve 1! 1 ~ Le $ 1" 308 is in contact. As a result, N-D shift 11.1 is rekangri legi! Lake or 150, oil passage 2F, seat 71 - rub j) 308,
The oil 1F emitted from the oil passage 2F is input to the oil passage 2F via the oil passage 2M, and as shown in FIG.
- At the time of R-jit (middle \"7. (N) time (13 (-1)
)r I' Hydraulic oil is supplied through the check valve f = j
-2 hydraulic pressure PC-2 exhibits the characteristics as shown in Fig. 6 and smoothly operates at 17. ILL? l-ru. , to this J, sπhp
c-2 pressure is oil path 21] Shitotsu 1-le valve 308, oil path 2~
150
The oil passage IA4 is connected as shown by the chain line.
~ At the time of neutrality when the listening level is O (1 evening, -1 minute lower, 11-n Jinrikiura 1.U, -(' (Iriro Pc-
The secondary clitoris l1-Pse gradually increases with one core per two rivers.
c is generated in the oil passage 1A. Pl+ -3 is the oil L (oil pressure of reel B-3) 'll Uri) 11, 3. To this, j, the output shaft torque at N -R271 ~, 1. Rekan Kurira, in-pressure human-powered axis moon-doshidesu 11tutle 1. Compared to the lifting platform using I: (broken line in the figure), one point is 51゛j edition (゛like a small bow, the movement is small, and the sea 1 tsu at N-1 graph 1 is reduced by 1). 4\N-L of the invention), it is natural that the strategy of the invention is 1''LJ in Nf. Automatic gear shift for medium thickness ÷ oil control 'R
i! ``''('' means the hydraulic pressure of the hydraulic reel C1 of the 3F valve and the input direction of the front 6 cylinder relay 1 regulator valve (・, power transmission 1) R ratio direction 1 - and middle\n-like deafness?) Moe 3 + B yo I koha / ilj J (and transition to backward state b II-) to Jl; l-Jru'vh''
I, +r, Q) (Achieved 1f reduction at the same time. 4. Brief explanation of the drawings. 'J Clar), 2nd
The figure is a skeleton diagram of an automatic transmission for a vehicle, Figure 3 is a hydraulic circuit diagram of the automatic transmission for a vehicle 1; Oil 1-[control device], Figure 4 is the hydraulic reel of the N-[') shift switch. A graph showing changes in supply oil I'F and output shaft 1-luke, FIG. 5 is a hydraulic circuit diagram of an oil drain control device for an automatic transmission for a vehicle according to a related invention, and FIG. 6 is a diagram showing its N-D shift. Supply al+ to the hydraulic reel at the time
Indicates the change in pressure and output 1 ~ rk t/) Indicates shift υ
Grano, 130 in Figure 1... Reki L rotor valve
150...Secondary leg 'L rotor valve 200...
・Small valve C-1... Forward traveling clutch? lll H-ri-1-small 0-2...Graph J oil for reverse running 14 Libo-Ding-shape, ? +Ij,iE Out Dj1 Sum 59i I-July 23shi1 1ξ1111 Agency Director General 2, Title of invention Oil j for vehicle automatic transmission [control device 3, supplementary [1-] Relationship 11f for patent + person fl', i
Sui 'F2 Chi' J1J, 10 Takane, Mutsuki-cho, Anjoyama Name)' Ishin Wabu - Kabuba Association R1 Representative Masashi Konishi 4, Agent 465 Dentsu 052-773-24496,
Draw] 1 target details P! I full text OJ, σ drawing/, ? Contents of diiE Attachment as per the attachment Paper A) Meiyo 1 Yen 1 Title of the invention Song j1 control device for automatic transmission for vehicles 2 Claims 1) Operated by gear device and Yuzuki Lee 11- The waves of the gear device are selectively fixed and connected!
/-Equipped with a transmission engagement device, and achieves a power train with a number of stages including forward, I, 'siN and reverse. Control system; aft J1 source and oleophobic L ['f+hydraulic oil supplied from the source is human oil 1], and adjust the pressure according to the aft J1 source and the line that is Legial leak valve that generates pressure,
J-3J, and the regulator i? Hydraulic adjustment device 7/i adjusts the pressure of excess oil from the hydraulic relay according to the input oil pressure, and adjusts the hydraulic oil port of the fluid joint, such as the hydraulic relay FΣJ rotor valve, which generates hydraulic pressure. The oil bury small C1 of the frictional engagement device to which the state (scanning forward movement of the beam - j state, scene j1 through the squeeze valve) is supplied (kink λ1...: automatic transmission for medium thickness) In the hydraulic control device of the automatic transmission for a vehicle, the oil pressure I' [of the recanter blade gear J-lator valve is used as the hydraulic pressure downstream of the grain lift 1''. Control device. 2> Equipped with a 1f frictional engagement Pij1M, l゛ operated by a gear device and a hydraulic lever to selectively fix or connect the yarn suction of the gear device 11, and a plurality of nJ+ including forward, neutral, and reverse movements. Hydraulic control of an automatic transmission for a vehicle that combines a south-central transmission that achieves a power train and a fluid coupling: g i
This IC is present, 11111 item 11; , in 1.1 light/1
The regulator valve J, J, and the secondary regulator R-I which adjusts the excess oil from the Sea 1J regulator R by adjusting the pressure and generates the recantary rain pressure which is the working pressure of the fluid coupling. Hydraulic adjustment device with evening valve, exhaust pressure in neutral running state and reverse running state -c-L;L
In the hydraulic control device for a vehicle automatic transmission, the hydraulic pressure control device for a vehicle automatic transmission is equipped with the oil 1 and servo C2 of the thickness 1 detection engagement device to which line pressure is supplied via an L-over valve, wherein the input hydraulic pressure of the secondary regulator valve is A hydraulic control device for an automatic transmission for vehicles, which is characterized by the hydraulic pressure downstream of the throttle valve. 3-tooth intermediate device il'i, A5 and hydraulic link
, Sf1 is moved.1) It is equipped with a frictional engagement device that selectively fixes or connects the suction thread of the gear device 0, and moves forward, neutral,
4. A south-central transmission that achieves multiple power trains including reverse. +4
A hydraulic control device for an automatic transmission for a vehicle is comprised of a hydraulic pressure source and a fluid coupling, which adjusts the pressure of the hydraulic oil supplied from the oil L1 source according to the human hydraulic pressure, and operates the hydraulic lever. The regulator valve J5J generates line pressure, which is hydraulic pressure, and excess oil from the regulator valve is regulated in accordance with the input hydraulic pressure, and the hydraulic oil 11. The secondary regulator tab f that generates the pressure and the oil 1 that generates the pressure
1-Adjustment 13 device, neutral running llj shape 1♂; (is 1j
1 and forward running (j state C is the oil F1 of the frictional engagement device to which C twin pressure is supplied via the tie valve, 1・C
1 and medium S”10) iJl ?-J state C is Jjl L
[Reverse travel state (Line 1 through the throttle valve)
The oil 1 of the engagement device 6 is supplied to the 1')' 13 to which the oil f is supplied.
The hydraulic control device of the transmission is equipped with a dual-purpose port + υ transmission with a 1-return valve C2 (the manual hydraulic pressure of the above-mentioned recandle regulator I regulator valve is supplied to each of the above-mentioned Zonoshi +, L riff 1 ゛ θ) l - Mouth change for medium meat characterized by reddening of oil on the flow side) * Machine oil j-1 system tllll M '+t't. 3. 1.1 Detail/J Description of the Invention The present invention is a medium-thick mouth movement rod) *Reduction of impact when changing gears of the machine x4
Involved in strategies, especially during (1-state) forward scanning from a stop.
When moving to / a3J and moving backwards, fluid 11
Check the rise of 1 to 1 torque transmitted to the zero hand output shaft 1
A mouth for medium-sized meat! Involved in the hydraulic control system of the e-transit 4-tan. . Automotive transmissions for vehicles using fluid couplings such as torque inverters, free couplings, and light couplings (2) Fluid couplings are subject to problems related to the low hydraulic pressure of the hydraulic oil in the fluid couplings. If the oil and soil inside the tank are not low, noise will occur.
Power transmission efficiency decreases due to foaming of the hydraulic oil and generation of gear vision. (mouth) If the 111 pressure inside the fluid joint increases, the power transmission efficiency will decrease.
1) However, the rise of the 1-lux transmission to the output shaft of the fluid coupling becomes rapid, so the power shaft for stopping stops) - From the neutral state to forward or reverse travel (move to °J ij!l
When driving, a shock occurs and the driving sensation of both Φ is unfavorable. In order to solve the above problem (a) above, the hydraulic oil supplied from the oil)j9 source and the oil 1]-source are adjusted (pressure adjusted) according to the manual oil j1, and the oil 11 is slightly A'1 Hydraulic oil 1Regulator valve that generates a certain line pressure, J3 Yohi The excess oil from the regulator valve is transferred to the human-powered oil 1F to regulate the pressure, and the secondary hydraulic pressure is the hydraulic pressure of the fluid joint. 1. 41. The regulator valve is equipped with a regulator valve.
(: Hydraulic adjustment device and automatic transmission oil for vehicles 11
Control fil % (conventionally, as shown in Figure 1, the throttle changes depending on the engine's slot 1~return). The hydraulic pressure generates a recantary line IT P Sac which gradually increases in accordance with the level of the throttle valve.The characteristics of the secondary engine IIF]sec in Figure 1 are as follows: is a self-effect, but from the neutral state to light) iUIIJ kamoai slot 1 ~ le 1 ai O no tosa no hikandarishiin IF's descending L [is not 1 minute - (・because of forward running i'j again tJ ii advance t'i's 111j beginning uJ
The mountain attack anti-discharge effect Song in t is insufficient. Forward running ↑jJ, or / and backward running L'il\ shift h l+, 'l Reduction of rain falling in 11, - was achieved (oil for automatic transmission for vehicles 1) -Providing control equipment.
J, Nanchu device OJ, and oil F: [J, S Y + moved to the reel, forward t, S; provided with a friction engagement device for selectively fixing or connecting the elements of the tooth width device, moving forward, A gear transmission mechanism that achieves multiple power outputs including neutral and reverse, and 11 body joints
・There is a hydraulic control device for the 1F dual-purpose automatic transmission, which is made up of a hydraulic power source, and the negative oil supplied from the hydraulic source is regulated according to the human hydraulic pressure, and the hydraulic pressure of the oil reel is adjusted to Generates a certain line pressure [Jirushi'1! L rotor valve, J3J
, and the secondary leg J rake valve which regulates the pressure of excess oil from the leg J rake valve according to the manual oil j] and generates the recangular grease in 11 which is the working oil pressure of the fluid coupling.
Hydraulic adjustment 1β device and neutral running IJ-state (Pa is 41
11: E and running forward or backward? J state-c' (, line pressure is supplied via the unthrottled valve ffQ 6a friction detection engagement device oil 1 + ribo 01 or d3 and oil 11
The control device is equipped with a medium-sized Kawaguchi OJ transmission 1, equipped with a servo C2, and the human hydraulic pressure of the second chain lever valve is used as the hydraulic pressure of the tie valve. Furthermore, the oil pressure from the mantle of the L cylinder valve = 1', '-, +lator valve is used as the hydraulic pressure downstream of each of the throttle valves, which is supplied via the shaft valve. and J. This will be explained in detail based on a small example in Book 1 (with bright figures).
FIG. 2 is a schematic frame diagram showing an example of a medium-sized automatic transmission that is formed by combining a planetary-south and medium-speed gear shift mechanism. This automatic transmission has 1 Herc converter 10, A-- Batonia l! It 1420 is equipped with a planetary gear transmission mechanism of 3 forward speeds and 1 reverse speed -'1S30, and is controlled by the Yuzuki control device of the present invention shown in FIG. I. Lung” Mbaata 104. L, pump jJ5, turbine 56i1j, 1, (J' /, futa!i 7
a3 j; U Illth, '1 Cluff 50 j'
There is a well-known way of overcoming this: the bolt f55 is connected to the engine crankshaft j)8, and the turbine 56 is connected to the turbine shaft 59.
The output shaft of the Herc converter 10 is connected to the output shaft of the A-patribe 14g420/J axis (3 J', 1q in the overdrive machine 4M20! 1q connected to the 1 rear 60 of the gearing device). The planetary pinion 64 rotatably supported by the gear 760 meshes with the ring gear '61 and ring gear '65.
A multi-disc clutch CO with a friction engagement device and a one-way latch FO are provided in parallel between the clutch 60 and the V gear 61 and an overdrive (A-badley including the horizontal 20). A multi-disc brake BO with a friction engagement device 2 is provided between the cases 66. The ring gear j765 of the A-patrive mechanism 20 is connected to the pano shaft 23 of the planetary gear transmission mechanism 30 with three forward speeds and one reverse speed. between the human power shaft 23 and the intermediate shaft 29 (and the multi-disc clutch C1, which is a forward drive mechanism)
Between 180 and 180, there is a multi-plate clutch C2 which is a ramp for reverse movement.
However, it is being destroyed. A multi-disc brake 31, a multi-disc brake 32J3, and a one-way latch F1 are provided between the sun gear shaft 80 and the i-transmissi 93 engine 68. 4 non-lockers installed on the ring gear shaft 80
2, two 117 rear 83, one Torino l J, (supported planetary pinion 84, said pinion IIM matched ring gear 85, other -1 Torino '8G, said one Torino [Katsu] 4 and l: Planetary pinion 8
7. The pinion 87 and "4# i'f・) Ring Gino 1
With 88, row single planetary 1 horn 11
7a, 11. J Nishikiru 1, Lingui)'85
is connected to the intermediate '+11129, and the second row σ ring gear 83 is connected to the first row ring Y Noah 88, d3.
J, connected to the output shaft 89 (1, 1911-11
7 Reno 786 and 1-Lance Mitsushi'nnonoz, G1
Between 10 and 10, there are many
are provided in parallel. This 31θ′! I'Yamanaka Shift 11. View 4h'p is as follows:
(1 control: J at kj position, engine throttle opening, medium thickness (1) Ill speed/, j and 44
Both Rumi' Article 1'1 - C each Kugurachi J>J','
Automatic transmission with 4 forward gears, including 1-fin (0,, / l)), 1-fin (0,, / l)), 7-2'' al) Shifting and manual shifting only, rear j1 (1st gear shifting)
3; is shown in Table '1. Table 1 shows the relationship between the shift positions of the levers: 1-5l-), the engagement state of each frictional engagement device (brake and clutch), and the gear position of the planetary gear transmission mechanism during automatic shifting. In Table 1, ○ indicates engagement that does not require frictional engagement, and blank indicates solution/1.
Accept a woman. Table 1 ui 3 I\I IJ, Fig. 2 1m smaller automatic transmission oil E''1 121; shows the oil nozzle circuit of the technology IN. The oil 111 circuit is installed in the oil reservoir, and includes a hydraulic valve 100, a hydraulic cylinder 101, a pressure regulating valve (Leggy L regulator valve) 130, a 21st force regulating valve (Recantary regulator valve) 150, Cutback valve 160, cooler bypass valve 105, prefushi 1/lilino valve 106
, reverse clutch sequence valve 110, direct clutch control valve 120, thrower 1~le valve 200, ku/uni 1 nozzle valve (38 speed valve) 210, 1-2 shift ear 220.
2-3 Shift 1 - Valve 230. 3-4 Shift 1 - Valve 2401 Intermediate upper course 1 - Modulator valve 245 for adjusting the oil pressure supplied to brake eye 31, Brake A B
3.Adjustment of the supply hydraulic pressure to J-Rouni J-Storage lator-boot C2;) O, is the engagement of clutch C1 circular? 1 degree 1 adjustment key 260, clutch 02
Day 11 stuffiness 270 for smooth engagement of
Brake'4-B2 is smoothly engaged with i7 Kikomureta 280, clutches GO, CI, C2it5 and Jray=VBO, B1, B2 hydraulic pressure 4 novo J5 and 7-1-1.1x regulator. This is a tie-down valve for restricting the flow rate of ΣF oil supplied to the famous song L [Drainage of hydraulic oil from Ribo and Agicomulator quickly.]
1st valve (=j Asu゛)r 301: 102.30
3. 304. 305. 306, the first solenoid fl'S l which operates the 2-3 shift 1 to valve 11, which is opened at the output of the electronically controlled variable, and the 1-2 shift valve and 3 -4 Soleno 1 to 2nd solenoid that controls valves 15 and 1-5 and 3
2. Connect the third solenoid valve S3 that controls the direct coupling clutch control valve 120, and the oil I-E valve between each valve. Consists of oil roads. Oil 1tYI to A, Irus 1 to Reno 1 () 0 - (Oil Bonno 101,'', pumped up work!
υ）The oil is strong! ;f Adjust to 1:10 ('specified oil) 1 (in pressure)! II! ! 9, which is supplied to the oil path 1 by a, and the oil path 1A connected to the oil path 1 through the force adjustment valve 130 and the A-reinforcement valve 1 (! - through the second month force adjustment) I''1j) 0 The pressure oil supplied to
Inverter Ij,; . 11 force tone: j;' is set on the piece 13 (1 is )', and a spring 131 is installed on the spool 132, and comes into contact with the spool 132, (1 white'/11'4'L/
Thrower 1 to Lf- are provided with a C nozzle 138, and are applied to the small diameter land (land on the H side shown in the figure) of the spool 132 (or oil passage 9 or 61 from one side) of the plunger 138.
and spring 1311: , J, and the spring front mold (J
1. In the reverse direction, the line B applied to the plunge p138 is received from the oil passage 5/), and from the 1st direction, the feedback pressure of the line 61 (line 133 applied to the land 133) is received from the spool. ), adjusting the communication area between oil passage 1 and oil passage 1A and drain 1-135, and outputting a no-in [1] that caused oil passage 1 to reach vehicle running line A'1. . Mar I7/le valve 210 is set at operation j1θ.
It is connected to Gino 1-Leva. Jitreba ~ is ``)
(Park), 1 < (Reverse), N (21-tosil), [] <Drive), S (Second t <'), L,
Press the shift register for each range of <(J-),
Depending on the range of Gino 1 to lever by f-off operation (1-)
, 1, move to i6 for each of N, D, S, and L and move 1ELJ. Table 2 shows the shift range of each Zino 1 lever.
The communication state between i and Ura T182-5 is shown. 0 indicates the case where 1 is supplied with the main connected, and × indicates the state where υl pressure is applied. Table 2 4f2001. J, in response to No'klerbedal's step, 7th, 11th, 1st 1~Luzononji 1. −
201 is similar to the throw 1, and the stool 2 (12) with its back 201 and the spine 204 move the -C spool 202 through the spring 203, and the oil passage 1
line supplied from): 1 to 1 to 11
1. , :l+i>S1-'Ts 1 to 1 soil, oil and '89 are output. No.? ) 1h tone; 1 zu ↑ 1' JOLJ, 1 nondo 1 of the same diameter from the top of the diagram! i2A, 1! 12 PJ, 152C
is formed and a small diameter runt 1 is formed at the bottom end! The spool 152 where +2D is installed and the mesolink 1:I4 which is installed as shown in the figure are connected to the cat. The spool 152 has one end and one end 15? Receive the feedback of the horizontal line L1- of the oil passage 1Δ to A, from Fh shown in the diagram to ll.
17 tec! Spring 1-10 of snow ring 154, etc.
The line pressure applied to the self-effect pressure receiving area of the intermediate runt 152C which is manually applied from the oil passage 5 and the line pressure applied to the twin F (input from the oil passage 2 [small diameter 1/end runt 1521)] Change; L L/, increase the degree of communication between oil passage 1A and oil passage 1Q for oil supply! - (The oil pressure in oil passage 1Δ is adjusted to the secondary line L according to the manual oil pressure, and excess oil flows out to oil passage 1Q for supplying lubricating oil to parts of the automatic transmission that require lubrication. μ, furthermore, I will release 1 no 1 in 100 from A. If the IJ is too high, the oil will change to three directions (as shown in the figure) and the degree of communication between the oil passage 1Δ and the oil passage 1Q will be reduced to cause oil passage iQ/＼flow. When the oil is reduced, the oil pressure in the oil passage 1A is applied to the recanter blade line, and when the input oil pressure is low, it operates in the opposite direction and applies 1 to the recanter blade line in the Caft passage 1A. The oil passage 21-, which is oil 11~, has a circuit for supplying oil L1 for forward travel 1) to 0-1 (a certain oil pressure), and the hydraulic pressure pc- for oil 1) to 0-1. 1
Hashiku J Riben (Aru Book 5 J 71”) '7
A':), 302', ifr and connect to C oil passage 2, and 6 to A refit 302's 1 stream (, 1 horn 4-J-
The mulletator 260 is installed and the nozzle valve (speed selection) 210 is moved from the N position to the jet ii.
：When N-1] Gino 1~ is done, as shown in Figure 4 () or I) Gradually the pressure reaches the ζ twin pressure. 3. 1. ), N in Figure 1
The time is a constant 11 regardless of the position of the dot-dashed line (small), L, I-Tru, and colleagues, and 111! 's small line (is a solid line, and it becomes a sea. Therefore, the recangular line r of the oil path 1Δ)] sec is N-D sheet 1 ~ Kanasa h Doki -+:;' 3Q line ゛C・Koriyoku Mano Dogarika/i-
Recantarino Y shown in Figure 1 with smooth ejection
Month! 1) Compared to Ill, HAN(2l-1～'';Ill)
11) It is possible to obtain a large difference in steady state 1 (+, *'c') from the oil that falls in 11).
'1 ni J3CJ le deno J ili+lt (7) l
- change in the current (in the case of the present invention, the fluctuation is smaller compared to the dashed line in the Congo Song Dynasty, and the shift in contrast to Nt) is reduced. The same (to the flea, enter N-[I5 to Kujino 1 ~ (is the line from oil passage 5 to T:', -4 to oil passage 5 line) 1, then the previous ii
j! N-1 dog Gino 1-11 similar to N D Gino 1-.
t's shi. The reduction effect of 1 tsuku is given. q (The solenoid valve 81 of 1 is de-energized 11.'1 is A
A high level of trenoid 1 soil (Sein I:E CZ'
：'; Close the cylindrical hole, connect the energizing port, and connect the oil passage 2G to the cylindrical hole.
JF Ura 1 no 1 output U1] U level solenoid If
7° The second solenoid valve 82 is de-energized +14 (oil line 2 connected to oil line 2 via 1A linois 332).
Apply high level solenoid pressure to F and energize 1j+
In this case, 1'll of oil is discharged from the oil passage 21, producing a level of trenoite L1. The Jth solenoid S3 is connected to the oil passage 1 and the A solenoid: 4.
1))
Illustration of the Rizzo valve 120 - 1 Controls the oil pressure in the oil chamber 121 at one end J
Ru. (= Solenoid valve S3 is de-energized 1, L!
7 + oil ':? Turn the bar to 121, and tighten the solenoid I by 1''. Push the spool 122 to 1'7J as shown in the figure along with the spring 123 installed in C717, position the spool 122 at the lower side as shown, and energize it. Sometimes 1111 notes to 121 are exhausted.
It's against 1st near; Table 1 shows the energization (○) and non-energization (x) of the solenoid valve Sl, 82 which is controlled by the electric control 11 device.
Sheets 1-Lever Gino 1-117 and white! ! Regarding the relationship between the ☆ speed status of the J transmission, 1. 1-2 Zino]・Valve 220 (Well, it is equipped with a spring 221 and a spool 222 with a spring 221 (not shown), and when the solenoid valve S2 or 111 is energized, a high level of pressure is applied to the oil path 2. The oil pressure is in the oil chamber 22 on the right side of the diagram.
The solenoid pressure at the level of the bar R is applied to 4, and the spool 222 moves from J3 in FIG. 2 to J shown in the lower half by applying the oil pressure.
As shown in the figure/jJ (it is in the first speed position, the trenoid well S2 is energized, the oil passage 2F is evacuated, and the trenoid pressure is at the L1 level).
22 is set to the side of the same car as shown in ]-half (the second
The position of the speed can be obtained. , No. 3.7I, the engine 1-[ enters the left end oil chamber 223 from the oil passage 2C via the manifold valve 210 and 2-3 engine 1 to valve 230, and the spool 222 In the case of solenoid pressure, the spiral is fixed on the right side of the diagram. 2-3 The valves 1 to 230 are equipped with a spool 232 loaded with a spring 231 on the left side of the figure, and the solenoid valve S1 is energized, and the oil passage 2G is at the solenoid pressure of the 1-1 level. When the throttle 232 is set to the indicated position by the action of the spring 231 (at the 1st and 2nd speed positions), the solenoid valve S1 is de-energized (when the solenoid valve S1 is de-energized, a high level of pressure is applied to the oil passage 2G. This solenoid pressure is applied to the right end oil chamber 234, and by the action of this solenoid pressure, the susol 232 is set to 1 (shown in the figure) and becomes the 33rd, /I speed.Line pressure is supplied to the oil passage 4. Takiku L range) is
No. 1: The line j is supplied to the MWf sweet potato 233, and the line j is connected to the spool 232 (between the first and second speeds) to the right in the figure for 7 days. With spring 241 behind, 1
Sushi Iko stool 24? (Lillie, in 1st and 2nd speeds, line pressure is supplied to the left end oil chamber 244 via the shift valve 230, oil passage 2). Therefore, the spool 242 is connected to the line pressure J3 and the spring 711.
j'< 3rd gear), the solenoid jf
Regardless of whether S2 is de-energized (first speed) or energized (second speed), it is in the 33rd speed state. 33rd speed, 1st/1st speed C' is 2
-3 Shift 1-B 1" 230 is set to the left side in the illustration, so No. 1 oil chamber 24110) D ~ oil passage 213
．． 23 Sheet 1 ~ Valve 230, Oil line 3, N] Al valve 21
0 through 1j1, solenoid valve S2 is energized (3rd speed 1cJ5) (oil passage 2 F f, J
, 242 F, L same car ζ
1 on one side. The solenoid valve 82 is de-energized in the 3rd gear Q'HF, %3, and 4th gear C'. Action (The stool 242 is set to the side shown in the figure and is in the 1st I speed state. When the see-in pressure is supplied to the oil passage 3 (S
Range) is 2-3 Jino L-I 230Q) Stool 232
Since line pressure is supplied to the oil passage 213 and oil chamber 244, the line pressure of the spool 242 and the action of the spring 241 lock the gear to E/J (3rd gear) as shown in the figure. be done. The cup 1 to the back valve 160 receive the spring load El of the spring 161 installed backwards from -10 (shown - h), and receive the rain pressure of the oil passage 2J from the rest via the A relief 165. J'-[Displacement Covering spool 162 to the right, oil path 2Δ
When line pressure is supplied to E' output the tool pressure as cutback j]-, apply cutback pressure to the F end 207 of the stool 202 of the throttle valve 200, and generate it in the oil path 9 - ( By lowering the level of the Throat 1 to Thru pressure, the regulator valve 130 (゛ll
The force pushing the spool 132 to the same car 1-h decreases,
The level of line 1 of oil passage 1 is lowered, so-called line J]- is blocked. When the valve 210 is shifted to the N range, the oil level is as shown in Table 2. Passage 1 is a connection between oil passages 2 to 5, and No. 1.13 to the second solenoid valve S1.82.
G.1. The power is turned off.For this reason, 1-
2 Gino Dobu t220.2-3 Gino 1-Valve 230.3-4
The spool of the jet valve 240 (the action of the spring)
C 1, Manny L Al valve 21
0 to oil path 1 3-4 shift 1 to valve 240, oil path 1
Only the shoes/CO, which are connected via the 4th flow (to) control valve 301, are engaged. Shift the manifold valve 210 to 1). Oil EE is supplied to oil path 2 as shown in Table 2, and J is supplied to this jL.
, rigid valve 302, oil passage 2 [f? L, toe-in pressure is supplied and clutch 01 is engaged. When the vehicle starts, as shown in Table 1, solenoid valve S1 is energized, solenoid valve S2 is de-energized, and 1-2 shift 1 to valve 22 is activated.
The spool 222 of No. 0 is located at M-b in the diagram, and
, oil passages 3C and 2H connected to play 4-[33 are not supplied with oil pressure, so brakes 81 and +32.83 are released.
First speed running 1j is performed. As shown in Table 1, when the medium speed is at the preset level, the output of the engine is at the L level. Since it is reversed to 1
-22 The spool 222 of the throat valve 220 moves to the right in the figure, and oil pressure is supplied through the oil path 2.1-2 shift] valve 22 (), oil path 2A, tick pull r306, and oil path 2F-1. Then, the brake 132 is engaged and the 7th shift 1~ to the second way is applied.
occurs. To upshift 1 to 3rd gear, when the vehicle speed, throttle opening, etc. reach a predetermined value, the solenoid valve S1 is de-energized by the output of the computer, and the 2-3 shift 1 to valve 2: to 232 (same car) Move towards C, oil road? ,? -3
Jino 1 to valve 230, oil path 2C, J1 valve 30: (, a
h road 2C1 oil road 21] (#bJf is hydraulic lever 0-
2. Supplied to Inno, clutch 02 is engaged, and 11
,', Is this 1-2 shifts? 220 spool 222
is fixed from the oil passage 20 to the line LE supplied to the oil chamber 223. -4 Gino 1-Valve I-Sle 2
42, the pressure oil is supplied to the h-end oil chamber 244 of the oil passage 21.
3.2-3 Jino 1 to valve 230, oil line 3, N2 t 7 111 is delivered via full valve 210 3-4 Jino dobu j' 2
40 is released, solenoid valves i, 32t, l, J,
What is the state of control that can be controlled? j7 1 jino 1- to ij 4th speed is combination 1 as above
=-Evening output de-energizes solenoid valve $2 and oil passage 21
-It was supplied to Ii pan oil to 243-(It was tsurenoi 1
〜month− is reversed to a high level, and the snorkel 242 of the 3-4 shift 1~valve is set to 1r=i]1. , move your hand, ? +
J path 1: J or JJI soil 4' Oil is supplied to the oil path 6, and when Kunopp CO is released M, F relay: L-130 is engaged. It will be done. Manny J-Al has 210 coats and 1 comb, and Jino has 1 ~. As shown in Table 2, a line t1 is formed only in the oil passage 5, and a line t1 is formed in the oil passage 5.
Both solenoid valves S1 and B2 are turned OFF. Since oil pressure is not supplied to oil passage 2, solenoid valve S2
Regardless of how it works! J' 2-3 Schiff (-23
0 spool 232 (yo spring 231 for vi -(
゛It is fixed on the right side in the figure, and the oil passage 5 is connected to the oil passage 2G.
, Reverse clamp C2 dII pressure - jζG-2 Inno button valve I'A refit 303, oil line 2 []
As line pressure is supplied to the C-2 imp, the pressure in oil line 2 increases (11'), and the oil pressure in line 2 increases to the nozzle of reverse scrap sequence valve 1110. 1-IA: Oil is supplied to the spool 112 (I over the spring 111 as shown in the figure) because it is supplied to the oil line 1-[is the oil path 5, the reverse scrap sequence valve 110, Oil passage 5A4rj'? is supplied to the oil pressure Ripo C-2 outer and engaged with the oil passage 5A4rj'?
I1 is supplied to the inner and 0-2 outer in stages (particularly, the J, Rikuno/C2 (7) engagement is smoothed to reduce the sillage of N-river < IVi. 5. Line pressure is also supplied to the reverse brake 13:3 oil Jf Ribo [3-3] through the 1-2 jet valve 220 and the oil line 40. 33 is engaged and reverse movement (R) is achieved as shown in Table 1. Line 1-1 to Road 3
will be provided. In the 1st, 2nd, and 3rd speeds, sheet 1- is removed as in the case of the D range, but oil passage 3 and oil passage 2 [3] are removed.
The shuttle (3-4 Jino 1~ Valve's h oil chamber 244 is equipped with a fin, and the snort 242 is fixed to the right in the figure). In the second speed, the oil path 2Δ(
Line pressure is supplied (as well as oil passage 3/) from 2-3 shift 1 to valve 230, oil passage 3A, 1-2 shift valve 2
20, line fluid is also supplied to the oil passage 3B.
The hydraulic pressure regulated by 45 is supplied to the oil path 3C, and the 2nd speed is achieved where both the brakes and brakes B1 are maintained, and the S range 2nd speed is sometimes en-ranged to course 1. As the rake works, the transmission torque capacity increases. In addition, if the manual valve 210 is set to 1] and the manual 'rDs shift 1~fl is activated while driving in 4th gear, as described above, 3~
By introducing line pressure to the 71st end oil chamber 244 of the 4-speed valve, l
Kodara downshifted to 3rd gear and decelerated to the planned speed! At time ζ, the output of the 11 engine and L engine energizes the solenoid valve S1, causing a υ1.3-2 output.The 2nd gear, where the engine/rear engine is effective, is 1%! It will be done. The manual valve 210 is in L. In addition to the oil passages 2 and 3, line pressure is also supplied to the oil passage 4. The 1st and 2nd speeds are 1. ] I's jet is 41, but oil path 4 or 62-3, line j 0 enters 233 at the end of Notobutu t, and the spool is fixed at h)', so it goes to 3rd gear. Schiff 1~tJ, 4
1-1. J, 1st speed is oil path 4.2-3 shift valve 2:30, oil path 4△, 1''-21-sl-L Schroeter valve 2;)0, oil path 4)3, 1- 2 Jinodobu i' 22
0, 1 tll of oil is supplied through oil passage 4C (II'), and engages line 33 so that it runs across U-1. 2t]
It is the same as when the lubric r is shifted to the S range by 1 - (. Also, when the manual gear is shifted to the 33rd gear state ('driving For introducing line juice to the left end oil 'T23:3',
At point 114, when the speed was reduced to the planned speed of 1η, the output of the robot was passed through the lunoid valve S2 to 7Li, 2-1 and 1 (!,, χ/, H) The l valve 210 is set to each of the ranges 1), S, and [, line pressure is generated in the oil path 2, and 1-2
If the engine 1-masu 220 is set to the second gear side (right h in the figure) - (if there is, then the sea-in j-
The oil is supplied to the upper end oil chamber 124 of the lock-up control valve 120. This line 1■ connects the third \Lou2 noid valve S3.
is energized and the oil pressure in the upper end oil chamber 121 is at a low level (
When the spool 122 of the lock-up control valve 120
is moved in the direction y] in the figure, the oil passage 1Δ and the oil passage 1 [) are connected, the pull-up clutch 50 installed in the torque converter 10 is engaged, and the torque converter 10 is directly connected. The state is booming. Even if inlet pressure is generated in the oil passage 2Δ or line pressure is generated in the oil passage 2A, the solenoid valve 83
is de-energized and bar 1 is applied to 1l11'7[' +21\\
Spring 123 is where the solenoid lives.
．． 1. Tahabane 123 high level trenoid 1!
1. The river spool 122 is located on the downstream side of the diagram.
While the spool 122 is positioned in the illustrated direction, the oil path 1A
G, 1 oil path 1C is connected to J5, 1 Herc' converter direct connection clutch; '0 is released. Figure 5 shows related inventions. Water invention C is hydraulic oil supply oil passage 21 to oil pressure 1 Novo C-1
2. Hydraulic oil supply oil passage 21 to oil If ribo C'2];
The input oil passages 2M and 2M of the locantary regulator valve 150 are connected by a seat valve 308. In addition, J, N-1] Jit 11, r is the oil path to the recanter'regire J regulator valve 150, and the shim/toe 1~ru valve 308
, the oil pressure generated in the oil path 202 is input by fp through the oil path 2N・1 (secondary line as shown in 41st line 1). is neutral (N) II
d3 (1) 1 pressure is applied to the engine (1-Reho C
2/＼At the start of reverse ttj (1<jit u, 1) there is a tie valve and aruchi'-tsuk valve ii 1 deputy linois ζ; () 3
fl L' (hydraulic oil supplied check valve (sl
71 Rinois 303 and j' 42] - Due to the action of the mulator 270, the oil r[+)c-2 of oil 11 and one small C-2 is the 6th
As shown in the figure, <'ljj fl, (i small b smooth 1
There is a back pressure of 1. J to this, the corresponding circle: -2It is oil path 2
It is manually operated through the D seat valve 308 and the oil path 2M, and the regulator valve 11) 0 is oil-"811\-r:, (as shown by the chain line, the valve 308 is manually operated through the oil path 2M. O what?
)-(45 at neutral position, low enough, l knee 1'-
) A gradually increasing secondary Et, P sac corresponding to I) C-2[1-, which is Panono oil D-, is generated in the oil path 1Δ. Pm-3 indicates the hydraulic 1γ↓-reverse characteristic of hydraulic servo B-3. As a result, the output shaft torque for N-f As the fluctuation is small, the shock of N-R Ginotro is reduced. It goes without saying that countermeasures against sea problems in N-D and N-1 invented by ITD3 can be taken as a single effort. Knee ij + control device [Yo, the input oil of the secondary leg J-lator valve - the tie valve or the oil of the hel valve 1.
(Since the oil pressure on the reel C1 is adjusted, it is possible to improve the power transmission efficiency by reducing the stress caused by cry when transitioning from the neutral state to the forward or backward state. Achieved at the same time [Saru. 4. Brief explanation of the drawings Figure 1 is a graph showing the characteristics and the in-pressure characteristics of the canter blade, Figure 2 is for medium thickness. Oil 11 control device for dual-purpose automatic transmission l' (Drawing 11 circuit diagram, Da J/I diagram is N-1 of A) Git υ, ¥ song 11 Libo Supply oil to the J-axis 1 ~ change in luke 4 small... Graph, Figure 5 t, vehicle use of related inventions! l! I-shift) Iku no Ura Lt Control Ill Kikado Oil 11-
Circuit diagram, Figure 0 is a graph showing changes in the oil pressure supplied to the hydraulic reel and the output shaft torque (130...1 in the figure). ” Lator valve 150...
Kantari legil/I valve 200... Stainless steel ~ Le valve C-1... Forward 1L-fj use - Nop oil 1 t
Ribo C-2...1 (JI!, jli river water whelk oil) 1 Riichi Shoji Soto ζ1 Kuro Ken-) 3〉Drawings 33 and 115〉Attachment 1 b. Replace.

Claims (1)

[Claims] 1) A gear device and a friction engagement device operated by a hydraulic servo to selectively fix or connect elements of the gear device to achieve multiple power trains including forward, neutral, and reverse. This is a hydraulic control device for an automatic transmission for a vehicle, which is a combination of a gear transmission mechanism and a fluid coupling, and includes a hydraulic pressure source and a hydraulic fluid supplied from the hydraulic source, which regulates the pressure of the hydraulic fluid according to the input hydraulic pressure, and controls the hydraulic servo. Hydraulic adjustment having a regulator valve that generates line pressure, which is the working hydraulic pressure, and a secondary regulator valve, which adjusts the pressure of surplus oil from the regulator valve according to the input hydraulic pressure and generates a secondary line pressure, which is the working hydraulic pressure of the fluid coupling. and a hydraulic servo C1 of the frictional engagement device to which line pressure is exhausted in a neutral running state and supplied with line pressure through a throttle valve in a forward running state. A hydraulic control device for an automatic transmission for a vehicle, characterized in that the input hydraulic pressure of the secondary regulator valve is a hydraulic pressure downstream of the throttle valve. 2) A gear transmission mechanism comprising a gear device and a friction engagement device operated by a hydraulic servo to selectively fix or connect elements of the gear device to achieve multiple power trains including forward, neutral, and reverse; This is a hydraulic control device for an automatic transmission for a vehicle, which includes a hydraulic pressure source and a hydraulic oil supplied from the hydraulic source according to the input hydraulic pressure, and a line that is the hydraulic pressure of the hydraulic servo. A hydraulic adjustment device having a regulator valve that generates pressure, and a secondary regulator valve that adjusts excess oil from the regulator valve according to the input hydraulic pressure to generate a secondary line pressure that is the working hydraulic pressure of the fluid coupling; A hydraulic control device for an automatic transmission for a vehicle, comprising a hydraulic servo C2 of the friction engagement device to which line pressure is exhausted in a running state and supplied via a throttle valve in a reverse running state, wherein the secondary regulator valve A hydraulic control device for an automatic transmission for a vehicle, characterized in that the input hydraulic pressure is the hydraulic pressure downstream of the throttle valve. 3) A gear transmission mechanism comprising a gear device and a friction engagement device operated by a hydraulic servo to selectively fix or connect elements of the gear device to achieve multiple power trains including forward, neutral, and reverse; This is a hydraulic control device for an automatic transmission for a vehicle, which includes a hydraulic pressure source and a hydraulic oil supplied from the hydraulic source according to the input hydraulic pressure, and adjusts the pressure of the hydraulic oil supplied from the hydraulic source according to the input hydraulic pressure to maintain the line pressure, which is the hydraulic pressure of the hydraulic servo. and a secondary regulator valve that adjusts the excess oil from the regulator valve according to the input oil pressure to generate a secondary line pressure that is the working oil pressure of the fluid coupling, and a hydraulic adjustment device that has a regulator valve that generates a Hydraulic servo C1 of the frictional engagement device is discharged in the forward running state and supplied with line pressure via the throttle valve in the forward running state, and is discharged in the neutral running state and supplied with line pressure via the throttle valve in the reverse running state. In a hydraulic control device for a vehicle automatic transmission comprising a hydraulic servo C2 of the frictional engagement device to which pressure is supplied, the hydraulic pressure downstream of each throttle valve is supplied via a shuttle valve. A hydraulic control device for an automatic transmission for a vehicle, characterized by: