JPS59208249A - Creep prevention device of vehicle with automatic speed change gear - Google Patents

Abstract

PURPOSE:To enable engine brake to operate reliably, by making a creep prevention mechanism invalid by performing changeover of an oil path through a manual valve interlocking with a shift level. CONSTITUTION:An oil path 84 communicating with an oil tank R from a space between a one way throttle 75 and a manual valve Vm is ramified and a creep prevention valve Vc opening and closing the oil path 84 is inserted in the midst of the oil path 84, in an oil path 111. When the manual valve Vm is shifted to an engine brake position, that is, a first speed holding position I, the oil path 111 communicating with the oil path 84 communicates with the oil tank R and the creep prevention valve Vc is detached so that the valve Vc becomes irrelevant to action of a low speed stage clutch C1. On the one hand, as an oil path 41a communicating with the low speed stage clutch C1 communicates with an oil path 43 through an annular groove 101 of a spool 100 and line pressure Pl acts upon from an oil hydraulic pump P through a hydraulic operating fluid path 29, favorable engine brake can be obtained always.

Description

[Detailed description of the invention] Regarding location.

Vehicles equipped with an automatic transmission should leave the gear shift lever in the drive position (forward position) while stopped.Due to the drag torque of the converter, the vehicle may shift against the driver's will. This is shown by the so-called creep phenomenon in which it tries to move forward. This creep force tries to apply a braking force to the engine during idling operation, so in order to maintain the engine speed at the standard value during idling operation, the throttle opening during idling operation must be adjusted to fully compensate for the brake force. This naturally increases fuel consumption, which is one of the main reasons why the fuel efficiency of automatic transmission (1τ) vehicles is inaccurate.

Therefore, the present applicant detected the vehicle's engine speed and bypassed the pressure of the starting clutch to the oil tank to cut off the power transmission between the engine and the wheels, thereby reducing the burden on the engine of vehicles with manual transmissions. We first proposed an improvement plan that would bring it to the same level as . However, in this improvement proposal, when designing an automatic transmission in which the gear position during idling operation, such as a low gear position, is also used during engine braking, it is necessary to provide a means for distinguishing between idling and engine braking.
For example, means for detecting the entire vehicle speed or for calculating the engine speed are required, which makes the system complex and expensive.

Furthermore, the reliability of these detection means is not absolute, so when these detection means fail, the engine brake becomes ineffective and the vehicle must rely on the foot brake.

The present invention was made to eliminate all such drawbacks, and the driver must always move the shift lever to activate the engine brake Q. It is an object of the present invention to provide a creep prevention device δ having a simple structure and capable of actually operating the engine brake position.

According to the present invention, the manual valve, which is interlocked with the gearshift lever and has at least two 7-foot positions, a drive position and an engine brake position, is interposed between the branch position of the hydraulic oil passage to the creep prevention wall and the frictional engagement element. In general, the manual valve performs the function of connecting the frictional engagement element to the frictional engagement element.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings. First, in FIG. From the crankshaft 1, the torque converter T1, the auxiliary transmission M, and the differential gear Df are sequentially connected to the 5 drive wheels w, w'.
and drive them.

The torque converter T includes a pump impeller 2 connected to a crankshaft 1, a turbine impeller 3 connected to an input shaft 5 of an auxiliary transmission M, and a stator shaft 4a supported on the input shaft 5 so as to be relatively rotatable. It is composed of a stator impeller 4 connected via a one-sided clutch 7. The torque transmitted from the crankshaft 1 to the pump wheel 2 is physically transmitted to the turbine wheel 3 15. If the torque is amplified during this period, as is known, the stator wheel 4 is Bear the reaction force.

At the right end of the pump impeller 2, there is provided a pump drive gear 8 that drives the hydraulic valve P shown in FIG. 2, and a stator shaft 4a.
A stator arm 4b, which is controlled by the regulator valve Vrf shown in FIG. 2, is fixed to the right end of the stator arm 4b.

A low speed 11 gear train G+, a middle speed gear train 1jG2, a high speed gear train G3, and a gear advance gear train Gr are provided in parallel between the output shafts 5 and 5 of the auxiliary transmission M that are parallel to each other. The low-speed gear train G is connected to the input shaft 5 via a low-speed clutch C1 that serves as a friction engagement element for starting and engine braking. Consisting of a drive gear 17 and a drive gear 18 that is fixed to the output crab iJ+ 6 and meshes with the gear 17, the middle speed gear train G2 is connected to the human power shaft 5 via a middle speed clutch C2. 1 driven float 19 and output! 14II6 is connected to the 9-way clutch C8, and is composed of the above-described driven gear 20 that meshes with the 1st wheel 19, and the 1st high speed gear train G3 is a driving gear fixed to the input shaft 5. 21, and a high speed clutch C3k on the output m116
The reverse gear train Gr is composed of a driven gear 22 which is connected by a valve, and a reverse gear train Gr includes a drive gear 1 of the middle speed stage 1 and a drive gear 1 of the vehicle train G2.
It was formed integrally with 9. A driving gear 23 and a driven ML wheel 2 connected to the output shaft 6 via the switching clutch C5 (i7).
4, and an idle gear 2 that meshes with both gears 23 and 24.
It consists of 5 and more. The switching clutch Cs is provided between the driven gears 20.24, and the driven gears 20.24 can be switched by moving the selector sleeve 26 of the clutch C3 to the forward position on the left or the reverse position on the right in the figure. The output shaft 6 (/C) can be selectively connected.

Therefore, when the selector sleeve 26 is held in the forward position as shown in the figure, if only the low gear clutch C1 is connected, 1. The drive gear 17 is connected to the human power shaft 5 to establish a low speed gear train G1, and torque is transmitted from the input shaft 5 to the output shaft 6 via this gear train G1. Next, the low speed clutch C+k is disengaged, and the middle speed clutch C2'
When the drive gear 19 is connected to the input shaft 5, a medium speed gear train G2 is established, and torque is transmitted from the input shaft 5 to the output shaft 6 via this gear train G2k. When the low gear clutch C3 and middle gear clutch C2'E are disconnected and the high gear clutch C3 is connected, the driven gear 22 is connected to the output jiiIiI]6, and the high gear train G3 is established. The input shaft 5
6Vc) torque is transmitted from the output shaft 6Vc). Next, by switching the selector sleeve 26 to the right reverse position and connecting only the middle speed C2, the 1st drive float 2.3 can be moved by human power.
illll 5 K and the movable gear 24 are connected to the output shaft 6VC to establish a reverse gear train Gr.This gear train G
Torque is transmitted from the input shaft 5 to the output shaft 6 via r(r).

The torque transmitted to the output shaft 6 is transmitted from the output wheel 27 provided at the end of the shaft 6 to the large diameter gear 28 of the differential device Df.

In FIG. 2, a hydraulic pump P sucks up oil from an oil tank R and pumps it into a hydraulic oil passage 29. After this pressure oil is regulated to a predetermined pressure by the regulator valve V r VC, it is sent to the manual valve m. This oil pressure is called line pressure Pl.

The regulator valve Vr has a pressure regulating spring 3o and a spring receiver 31 that supports the outer end of the spring receiver 3o, and the spring receiver 31 can move left and right to adjust the set load of the pressure regulating spring 30. . The stator arm 4b is in contact with the outer surface of the spring receiver 31 so as to apply a reaction force acting on the stator wheel 4, that is, a stator reaction force, and the spring receiver 31 is further applied with the stator reaction force. A supporting stator spring 32 is connected. Therefore, the stator reaction force increases; since the stator spring 32 is compressed, the spring receiver 31 moves to the left with 'rL, increasing the set load of the pressure regulating spring 30, and as a result, the hydraulic oil Line pressure pt in line 29 is increased.

The pressure oil whose pressure is regulated by the regulator valve Vr is passed through the inlet oil passage 34 having a throttle 33 to the torque converter T.
Insert the V to completely prevent cavities/con.
The internal pressure to be pressurized is determined by the size of the throttle 33, the strength of the spring 3γ of the check valve 36 provided in the outlet oil passage 35 of the torque converter T, etc. 7L.

The oil that has passed through the check valve 36 passes through the oil cooler 56 and returns to the oil tank.

The excess pressure oil discharged from the hydraulic pump P is guided from the regulator valve vr to the 1lWJ oil passage 38, and
A pressure regulating valve 39 is connected to the lubricating oil path 38 to ensure the minimum necessary oil pressure at this time.

Manual valve V m i/The pressure oil sent by 7t is
When the clutch is in the neutral position N shown in the figure, the clutch CI+
c2. c. ・It is not sent to any of the other hydraulically operated parts. Therefore, the three clutches CI p
C2+C3 are all left in a non-coupled state, and the torque of engine E is not transmitted to wheels w and w'.

When the manual valve Vm moves from the illustrated position to one membrane pressure and is lifted to the drive position, the hydraulic oil passage 29 of the hydraulic pump P communicates with the oil passages 43 and 118, and the one-way throttle 75 is opened. A provided oil passage 111 communicates with a hydraulic oil passage 41a leading to the oil pressure/cylinder 40a of the low speed clutch C1. In addition, the oil passage 112 is connected to the hydraulic sill 4 of the middle speed clutch C2.
Operation leading to 0b (((1 path 41b is cut off, oil path 1
13a Mori 1. It is blocked from the exit ball 1-'14.

Oil passage 115 continues to communicate with discharge boat 116. The hydraulic oil passage 43 communicates with the spring chamber 42 of the hydraulic servo motor Sm for fully controlling the selector sleeve 26, so that the piston 44 of the servo motor Sm remains in the leftward movement position shown, and the foot fork 45' fl: holds the selector sleeve 26 in the forward position shown in FIG. Consequently, the reverse gear train Gr is placed in an inoperative state.

A man-powered oil passage 46 that connects to the man-powered port of the 61st governor valve Vg branches from the hydraulic oil passage 29, and an 11th changing oil passage 47 extends from the output port of the kernel valve Vg.

The governor valve Vg is a known one, and its own rotation 11Q11 is controlled by a gear 48 that meshes with the large diameter 1 seeking wheel 28 of the differential device Df.
It is rotated 49 times. Therefore, since its rotational speed is proportional to the vehicle speed, the governor valve Vg has a hydraulic pressure proportional to the vehicle speed V due to the centrifugal force acting on the Sgur valve body 500 and the weight 51, that is, the governor pressure P g ', r first signal oil. It is possible to output to the path 47.

1) An oil passage 53 branches from the lJ B self-operating oil passage 43, and this oil passage 53 is connected to the first valve Vt1 via a modulator valve 54.Modulator valve 54 is a spring biased toward the closing side and an output capo) 54a
It is a pressure reducing valve configured to close at a modulator pressure of
The upper limit value of the inlet pressure of the first throttle valve Vt is fully specified.

The first throttle valve Vt1 is of a known type, including a spool valve body 55, a control spring 58 that presses the valve body 55 to the left, a return spring 57 that presses the valve body 55 to the right, and a control spring 58 that A control piston 59 that supports the end thereof, a control cup 60 that rotates in conjunction with an increase in the opening of the throttle valve of the engine E and moves the control piston 59 to the left, and an adjustment bolt 61 that can adjust the set load of the return spring 57. etc. control piston 59
When moves to the left, the displacement is transmitted to the spool valve body 55 via the control spring 58 and pushes it to the left.
5 of the spool valve body 55 so as to push it back to the right.
As a result, the first throttle valve Vtl outputs a hydraulic pressure proportional to the throttle valve opening of the engine E, that is, the first throttle pressure Pt, to all second signal oil passages 52. Incidentally, the rotation of the control cam 60 in the counterclockwise direction serves to continuously restrict the communication between the oil passage 117 and the oil tank R.

The above-mentioned No. 1 and 2' [No. 8 oil passages 47 and 52 are low-medium speed/
Pipes tr at both ends of the foot valve ■ and medium-high speed shift valve v2
Soto hydraulic chamber 62a, 62b: 63a: 63bVC;C
It will be connected. As a result, the
, V2 (r)% The spool valve body 64.65 has both the governor pressure 1) g and the first throttle pressure Pt1.
After receiving all the information, it operates as follows.

Immediately, the spool valve body 64 of the low-medium speed/foot valve V (I was initially held in the rightward position shown in the figure by a force of 6 G,
However, the oil passage 118 closes the oil passage 111 and communicates with the hydraulic oil passage 41a, and the pressure of the low speed clutch C3 is maintained. Next, the vehicle speed increases and the governor pressure Pg reaches Ruka 1.
When the left power of the spool valve body 64 due to this governor pressure Pg overcomes the first throttle pressure Pt and the right power of the valve body 64 due to the spring 66, the In the click motion/yon mechanism 67, the click ball 68 that moves together with the valve body 64 passes over the fixed positioning protrusion 69, and the valve body 64 rapidly moves to the left movement position ((l;IJ
Change. As a result, the oil passage 111 communicates with the drain oil passage 119, and the oil passage 118 communicates with the oil passage 7o. The remaining oil passage 70 is blocked from the ton/oil passage 120. In this state, if the medium-high speed/foot valve V2 is in the position shown in the diagram: Oil path 7o
communicates with an oil passage 113 provided with a one-way throttle 121, and further communicates with a hydraulic oil passage 41b according to the manual valve vmf. Therefore, hydraulic oil is supplied to the hydraulic cylinder 40b, and the middle speed clutch C2 is pressurized and engaged. the result,
The middle speed gear train G2 is established - As the vehicle speed further increases, the same effect occurs in the valve v2, and the spool valve body 65i-1 of the valve V2
'The oil passage 113 moves to the left due to the increasing governor pressure Pg.
The hydraulic oil passage 41cvc communicates with the drain oil passage 122, and the hydraulic oil passage 41cvc communicates with the hydraulic cylinder 40c of the full high speed clutch C3. As a result, the middle speed clutch C2 is released from its engagement state, and the high speed clutch C3 is pressurized and engaged to establish the high speed gear train GJ.

In order to alleviate the noise during gear shifting, the valley clutch C,...
C2, C,, Nico are hydraulically parallel accumulators 72
,73. '74 or connected. Further, the tren oil passage 119 is provided with a 1-2 orifice control valve 124, and the ton/oil passage 122 is provided with a 2-3 orifice: Ii control valve 125.

1 back pressure chamber 77.
At 78.79, the second throttle pressure Pt2 from the second throttle valve vt2 is collected via the oil passage 106. A control spring 108 is inserted between the oil passage 105 branched from the second throttle valve vt2i supply oil passage 53 and the oil passage 106, and presses the spool valve body 107 and the valve body 107 to the left. , a control piston 109 that fully supports the outer end of the control spring 108, and a control cam 1 that rotates in conjunction with an increase in the throttle opening of the engine E and moves the control piston 109 to the left.
10. When the control piston 11 (9) moves,
The displacement is transmitted to the spool valve body 107 via the control spring 108.
, and the spool valve body 107 moves to the left. The hydraulic pressure output to the oil passage 106 due to this leftward movement is the spool valve body 1
It acts on the left skin portion 107a of the spool valve body 107 more than pushing the 0γ back to the right. Due to such movement 1'F, the second
Throttle valve V t 2 , ij: , second throttle pressure P t2' proportional to the throttle opening of the engine E
(I?, each accumulator 72 to 7 via oil passage 106
4 back pressure chamber 77 to 79V will be applied. Note that the rotation of the control (al+cam 110 in the counterclockwise direction)
20 and the oil tank R is completely and continuously throttled.

During deceleration, the valve body 65 of the medium-high speed shift valve V2 first moves to the right to change the speed ratio of the first gear to the speed ratio of the middle gear. When the speed further decreases, the valve body 65 of the medium-high speed shift valve V2 shifts to the right. Valve body 64
moves to the right and becomes the speed ratio of the low gear - manual valve VITll other than the full drive position / 151, for example, moves to the non-brake position, that is, the J group holding position 1 / moves / this K is the low gear Only clutch C0 is pressurized and engaged - and the middle gear is held 1411
Or backward position ii! When i Re is turned on, only the middle gear clutch C2 is engaged with the 7.jfJ pressure, and the middle gear tooth row G2- or the reverse 6M vehicle train Gr is established. When the bamboo moves 7 feet to the reverse position Re, the servo motor spring chamber 42
Since the internal tank 11 VCfl is connected, the biston 44 moves to the right, and the reverse gear train Gr is established as described above. It should be noted that during the shift position of manual 7/valve Vm, Pkfl parking position decrease is shown.

In the oil passage 111, an oil passage 84 leading to the oil tank R is branched from between the one-way throttle D75 and the -q manual valve Vm, and a VC in the middle of this oil passage 84 prevents creep by opening and closing the oil passage 84. A valve Vc is inserted.

The creep prevention valve c has a spool valve body 35, and this spool valve body 85 has a portion 84a on the entire upstream side of the oil passage 84,
It'll be divided into 14 minutes 84b of the downstream it'll,
The valve body 85 is housed in a cylinder-shaped valve chamber 86, thereby defining oil chambers 37 and 88 on the left and right sides of the valve body 85. One oil chamber 87 is connected to an upstream portion 84a of the oil passage 84 via a throttle 96, and the other oil chamber 88 is connected to an oil passage 106 which branches off from the oil passage 106 and which introduces the second throttle pressure Pt2. Complete recitation of oil routes 10. I communicates with the spool valve body 85.
Close the side i.e. left 40! The spool valve body 85, which accommodates a return spring 89 that urges the l, is provided with a pair of runts 9fj, 91 spaced apart in the axial direction, and a ring is formed between these runts 9L91. The annular groove 92 (C is the upstream part of the oil passage 84 (NU part 84a is always in communication). One land 9'1 (also, the opening of the downstream part 84b to the valve chamber 86 from the left and right movement of the spool valve body 85) The annular vortex 92 and the other oil chamber 88 are connected to each other, and an oil passage 96 is formed in the spool valve 14=85 (lC blade). 92 side lL is 1)
1” Orifice 9 with a smaller opening area than the diaphragm 97
A check valve 98 is inserted into the portion facing the oil chamber 88. This check valve 98 is the end of the return C spring 89)%
The oil chamber 88 is held in place by the annular groove 9.
Prevent oil backflow to 2.

Here, the first pressure receiving surface 85a for pressing the spool valve body 85 toward the closing side, that is, the left side, is on the opening side, that is, the right side 11.
Its pressure receiving area is larger than that of the second pressure receiving surface 85b for pressing υ, and the shoulder 99 of the valve body 85 that creates such a difference in pressure receiving area is located at the opening port 95, No effect is exerted on the left-right movement of the valve body 85.

In FIG. 3, a spool valve body 10 of a manual valve Vm
0 is provided with an annular surface 101 that communicates the hydraulic oil passage 4ia with the oil passage 43 (when the engine gear position is shifted to the 1st gear holding position), and at this time, the oil passage 111
communicates with oil tank R.

Next, to explain the operation of this embodiment, when the manual valve V m f ) is in the live position iMD and the driver is waiting for a signal at an intersection, the low gear clutch q is connected to the oil passage 84. Hydraulic pressure for actuation is applied from the oil passage 111, and this acts on the second pressure receiver 85b of the spool valve body 85 to move the valve body 85 completely to the right, thereby opening the creep prevention valve Vc. At this time, the second throttle pressure Pt2 is zero because the J throttle pedal is not depressed, and the force opposing the right power of the JF unit 85 is the return spring 8.
Since the oil passage 84 is also connected to the oil tank RVc, the engagement pressure of the low-speed clutch C1 is returned, and the set pressure Poi is determined by the spring force of the spring 89. (I'm disappointed.) This set pressure Po is set to the low speed clutch C1.
I decided to set the spring force to be weaker than the spring force of d spring 102.
The occurrence of creep phenomenon is prevented.

Next, when you depress the throttle pedal in this condition, oil path 1
The second throttle + Lpt2 corresponding to the knee f degree is guided, and it valves the throttle 97 and the oil passage 136' to act on the oil chamber 88.
Creep prevention valve i'=Vc valve body 85 closes 11111
The oil pressure in the upstream portion 84a of the oil passage 84 increases. Therefore, the low-speed clutch c1 is engaged with a strength that corresponds to the amount of depression of the throttle pedal, making it possible to start the vehicle smoothly. Since the low-speed clutch q is engaged in an analog manner in this manner, the start of the vehicle can be smoothly and freely controlled by the depression stroke of the throttle pedal.

Referring to Figure 3, when the manual valve V m k If to apply the engine brake while the vehicle is running is set to the 1st gear holding position aI, the oil passage 111 communicates with the oil tank R as described above. However, the creep prevention valve Vc1 is disconnected so as to be unrelated to the operation of the low speed clutch q. On the other hand, the hydraulic oil passage 41a communicates with an oil passage 43 (C) via an annular 1% t7J101, and line pressure Pt acts on this oil passage 43 from the hydraulic pump P via the hydraulic oil passage 29.

Therefore, even if you take your foot off the throttle pedal,
Always have good engine braking pressure, even if the anti-creep valve VC has failed in its open position.
Engine braking can be applied reliably.

In the above embodiment, oil to the creep prevention valve Vc.

Although oil passage 84 was branched from oil passage iiB 111, oil passage 11
8 may be branched.

As described above, according to the present invention, the manual valve is interposed between the branching position of the hydraulic oil path to the creep prevention valve and the engagement element; According to the movement from the drive position to the F/no brake position, the function of connecting the hydraulic pressure α;(bypassing the branch position of the creep iυjJ1.jl゛-1 to the friction retaining element) is performed. When the manual valve is placed in the engine brake position, there is a frictional engagement with the anti-creep valve. The engine brake can be reliably applied with a simple configuration, and there is no need for a detection means to distinguish between engine braking and idling.

[Brief explanation of the drawing]

The drawings show one embodiment of the present invention, and FIG.
Fig. 2 is a hydraulic control circuit diagram, and Fig. 3 is a hydraulic circuit diagram showing the oil passage connection state when the manual valve is in the brake position. be. Q...Low gear clutch as a friction engagement element for starting and engine braking, M...Auxiliary gear shift, P...
Hydraulic pump, R... Oil tank, T... Torque converter, vm... Manual valve, 84... Oil path, 11
i, iis...hydraulic oil path.

Claims (1)

[Claims] a hydraulic torque converter; an auxiliary transmission having frictional engagement elements for starting and engine braking and connected to the torque converter; and an oil branching from a hydraulic oil path to the frictional engagement element and leading to an oil tank; a creep prevention valve that is installed in a road and opens the oil passage when the vehicle is idling; a manual valve that is linked to a gear shift lever and has at least two shift positions, a drive position and an engine brake position;
In the creep prevention device for a vehicle with an automatic transmission, a manual box 11'lJ is interposed between the branch position of the hydraulic oil path to the creep prevention valve and the friction retention element, and the manual valve ( C. According to the movement from the tribe position to the cone non-brake position, the entire hydraulic source has a function of bypassing the branch position to the creep prevention valve and connecting to the frictional engagement element. Creep prevention device for vehicles with automatic transmissions.