JPS5923152A - Hydraulic controller of automatic transmission gear having torque converter with lock-up mechanism - Google Patents

Abstract

PURPOSE:To enable releasing of operation of a lock-up mechanism through discrimination of two car speeds, by a method wherein a land, where an oil pressure is exerted in case of a car speed being either a m-th speed or a (m+1)-th speed, is formed at a car speed cut valve so that the car speed at a time when the car speed cut valve is changed over in the case of the (m+1)-th speed is higher than that in the case of the m-th speed. CONSTITUTION:A car speed cut valve 918, which is switched between a first position allowing lock-up to be in an engaged condition and a second position allowing it to be in a releasing state, is provided, while the car speed cut valve 918 being energized to the second position side by a spring 923. An oil passage 430 for governor pressure is connected to a first port 921a whereon a force in the direction against the force of the spring is exerted, and an oil passage 442, where an oil pressure is produced in the case of the m-th speed and drainage takes place in the case of the (m+1)-th speed, is connected to a second port 921b whereon a force in the direction against the force of the spring is exerted. A governor pressure at the time when the car speed cut valve 918 is switched in the case of the (m+1)-th speed is higher than a governor pressure at the time when the valve is switched in the case of the m-th speed, and thereby a single car speed cut valve permits control of release of lock-up in both cases of the m-th speed and (m+1)-th speed.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a hydraulic control device r1 for an automatic transmission having a torque converter equipped with a long amplifier mechanism.

In the case of an automatic transmission with a torque converter equipped with a lock amplifier mechanism (4N, which mechanically connects the pump impeller and the turbine launch as required), it is necessary to do as much as possible to improve efficiency. It is preferable to operate the lock amplifier mechanism from low speed. However, if the long-amp mechanism is operated at low engine speeds, it will generate unpleasant vibrations and worsen ride comfort.
For example, in the third gear of a conventional three-speed forward automatic transmission,
In the case of an automatic transmission that operates a 7-block amplifier mechanism, a vehicle speed cut valve is provided that stops the operation of the lock-up mechanism when the vehicle speed is below a predetermined speed. By the way, when a lock amplifier mechanism is combined with a four-speed forward automatic transmission, it is conceivable to operate the lock amplifier mechanism in the third and fourth speeds. In this case, two vehicle speed cut valves are required to deactivate the lock amplifier mechanism below a predetermined engine speed. This is because even if the engine rotational speed is the same, the vehicle speeds in fourth and third gears are different, so it is necessary to distinguish between the two high speeds and release the lock-up mechanism. For this reason, there have been problems in that the hydraulic control device becomes complicated, large-sized, and expensive.

Furthermore, as shown in U.S. Patent No. 3,138,971, if a governor pulp for detecting the engine rotational speed is provided separately, only one vehicle speed cut valve is required, but a governor pulp dedicated to detecting the engine rotational speed is required. This increased the price, required more installation space, and did not solve the problem.

In addition, when controlling the operation of the lock-up mechanism using a computer, solenoid pulp, various sensors, etc., the vehicle speed and torque are not regarded as ghosts, but 1-
There was a problem in that the cost was extremely high because it used electronic distribution equipment.

The present invention replaces the conventional lock-up mechanism! This was developed by paying attention to the above-mentioned problems in the hydraulic control system for automatic transmissions with 11 torque converters. mth
+ i speed (m is any integer) - A land is provided on which hydraulic pressure acts when the force is applied, and if the vehicle speed when medium speed cut/help is switched is f3 m + 1 speed, it is the mth speed. The objective is to solve the ten problems by making the height higher than the case.

Hereinafter, the present invention will be explained based on FIGS. 1 to 4 of the accompanying drawings showing examples thereof.

First, the configuration will be explained.

1st I′;? l, overdrive, forward 4 speeds, reverse 1
The power transmission mechanism of the automatic transmission is shown as a skeleton diagram. This power transmission mechanism includes a human power shaft I to which the rotational force of the engine output shaft E is transmitted via an I/lux converter T/C;
Output shaft 0. which transmits driving force to the final drive device. 1st M star gear set G1. 2nd planetary gear silk G2, 1st crunch c1, 2nd crunch C1, 3rd crunch C3, 1st brake B, 2nd brake B2, and one-way franc ○
It has WC. firJ1'ML star gear group G1 is
Sungear S1, Internal Gear R1, and both Kia S1
and R, and pinion gear F that meshes at the same time, and the idler 11 gear set G2 meshes with sun gear sZ, internal gear RZ, and both gears Sz and RZ at the same time. Tsuhinon Gear P
It is composed of a carrier PCZ that supports Z. The carrier PC can be connected to the human-powered shaft ■ via the clutch CZ, and the sun gear S1 can be connected to the human-powered shaft ■ via the flange c1. 1! Also 'i' U ability.Career P
C, can also be connected to internal gear RZ via flange C3. Sun gear s2 is always connected to input +11+I, and internal gear R1 and carrier PC2 are always connected to output shaft 0. The brake B1 has +rf function to fix the carrier PC, and the brake Bz has the +rf function to fix the sun gear sI. The brake B2 is a band brake, and is operated by the hydraulic pressure acting on the servo apply chamber S/A and the servo release chamber S/R, which has a larger area of action than the servo apply chamber S/A. That is, when hydraulic pressure is applied to the servo apply chamber S/A, the brake BZ is engaged, and when hydraulic pressure is applied to the servo release chamber S/R, the brake B2 is engaged regardless of whether the hydraulic pressure in the servo apply chamber S/A is positive or not.
(I is released. The one-way franc owc is the normal rotation of the carrier PC (rotation in the rotation/J direction with respect to the engine output shaft E)
is 1; 1 is reversed (1F rotation and rotation in the opposite direction) l; 1.
, i't ;: no structure (i.e. jL 4 "Ii
11! [Structure that acts as a nonorya] and is. I.Rukkonno-ri'■/C has pump impeller P■, Kuhi, ・U/No T, stake ST and υronqua, Pukun, Boo I. Pump impeller P
I is connected to the engine output shaft E via a torque converter cover PI'. The tahin runner T is connected to the input shaft (2), and the stator ST is connected to a stationary part via a one-way clutch (sowc). The lock-up clutch connected to the tahin runner T is movable in the axial direction, and forms a lock-up clutch oil chamber LC between the pump impeller PI and the integrated torque converter cover PI'. When the oil pressure in the oil chamber LC becomes lower than the oil pressure in the torque converter T/C, the lock-up clutch L is pushed by the torque converter cover PI' and rotates together with it. A specific example of this lock-up mechanism is 1'r If related to the application filed by the present applicant.
'nSho 53-38849 (JP-A-54-132060
) is used.

1. The power transmission device 4^5 includes clutches C, C2 and C.
3. Brake B+ (one-way clutch 0WC) and B
By operating 2 in various combinations, νη star teeth jJi, MI G + and poverty of G2, +. (Sl.
, SZ, R, , Rz, PC, and PC2') times Φ
I; I can change my state, and by doing so, I
11j and 11' of output shaft 0 for the rotational speed of
You can change 1 to 7. Franch CI, CZ
By operating C3, brake B, and Bz in combination as shown in Table F, +ii+4 forward speeds and 1 reverse speed? ! can do.

(Left below) In addition, the ○ marks in the table indicate operating clutches and υ brakes, and C1 and CZ are internal gears R, respectively.
The gear ratio is the ratio of the number of teeth of Zankia S1 and Sz to the number of teeth of Zankia S1 and R2, and the gear ratio is the ratio of the number of teeth of the input shaft (1) to the number of revolutions of the output (1IIllIO). Also, B1
The fact that (OWC) in the table is small indicates that the first speed is set to 1L by the one-way clutch OWC even when the brake B1 is not operated. However, in the first speed in this case, it is not possible to drive from the output shaft 0 side (that is, the engine brake does not work). Further, in section F of column B2, the state of oil supply to the servo apply chamber S/A and the servo release chamber S/R is shown.

2 and 3 show a hydraulic circuit of a hydraulic control device for controlling the power transmission mechanism I-1.

This hydraulic control device includes 2 manual valves, 4 manual valves, 6. Throntorf Ale Safe Halb 8 Thro, 1 Lumosulator Pulb 10,
Pre, So A, Morino Air Harvest 12, Cutback Valve] 4, Line Pressure No Star Valve 16, Governor Valve 18. 1-2 Shift Valve 20. 2-3 Shift Valve 22. 3-4 Shift Valve 24. 2-4 Timing Valve 26.2-3 Timing valve 28.3-4 Timing valve 30.3-2 Timing valve 32, L speed fixed range pressure reducing valve 34, Torque converter pressure reducing valve 3
6. ■-2 Accu L, rater 38. 4-3 accurator 40, overdrive inhibitor solenoid 42, lock-up valve 917, and vehicle speed cut valve 918. These valves are shown in Figures 2 and 3. They are connected as shown, and are also connected to the oil pump O/P, torque converter T/C, clutches C1, C2, and brake brakes B1 and B2 as shown. The brake B2 has a servo apply chamber S/A, which is a hydraulic chamber that binds the brake, and a servo release chamber S/R, which is a hydraulic chamber that releases the brake. The pressure receiving area is servo apply chamber S
Since it is larger than the pressure receiving area of /A, the servo release chamber S
When hydraulic pressure is supplied to /R, brake B2 is released even if hydraulic pressure is supplied to servo apply chamber S/A). The overdrive inhibitor lens 42 is electrically connected to the overdrive inhibitor inch SW.

In the following explanation, we will mainly explain the parts directly related to the present invention, and omit detailed explanation of other parts. It is similar to that disclosed in No. 57-036606, and the names of the members indicated by each reference numeral are listed for reference. Code 102, 104, 106, 1
08°110.112,114,116,120,1.
22.124,126,128. ljo, 137°13
4 and 136 are valve holes, mark 4% 102 a - j
, l 04a-f , l 06a-f , l
08a-e, l 10a-e, l 12a-
e, l], 4a-g+ 116a-f, 12
0a-to, ], 22a-j, 124a to, 126
a-e, ] 30a-e, l 32 a-e
, 134a-e and 136a-e are Poe)
, 138 and 140 are cylinder holes, 202 and 2
03,204,206,210.212,214,21
5,216,220°221.222,224,226
, 228, 230. 232, 234 and 236 are spools, codes 202 a to d, 203a Nb, 20
4a-b, 206a-c, 208a, 210a-c,
212a-b, 214a-c, 215a-b, 21
6a-c, 220a-c, 221a-d, 227a-
e, 224a-d, 226a-c, 228a ~
c, 230a-c, 232a-c, 234a-b and 2
36a-b are lands, 207 is a plunger, 2
08 is the sleeve, code 1-3209 is the plug, code 223
and 225 are plugs, 238 and 240 are pistons, 252 are sleeves, 'A' 252a-c are ports, 254 is a spring seat, 302.306
．． 307.308.310, 312, 316, 370,
322°324.328,330,332,334.3
36.338 and U: 340 Haspring, Ne, '+
1 bow 402, 404, 406, 408, 4.0
9, 410.

411.412,414,416,418,420.4
22,424,426,428,430°432.43
4.436.438.440.442.444.446
．． 448 and 4501i' JIll Road, number 502,
504, 506 and υ508 are shuttle valves, code 6
02,604,606,608.610,612,61
4,616.618°620.627,624,626
,628,630.650,652,654,656 and υ658 are orifices, ? :8 bow 750.752,75
4.756 and 758 are Cenk/Human Lube, which is 1 smaller.

The medium-speed cant valve 9181 has a spool 922 inserted into a valve hole 921 so as to be movable in the axial direction, and a spring 923 that pushes the spool 922 to the left in the figure. Valve holes 921 are port 1-921 a, 921 b
, 97]-c, 92]d, 921e and 921f are on the right, and the spool 922 it land 922a, 922
b and 922c (run I/922b and 9220 have the same diameter, land 922a has a smaller diameter than these). The port 921a communicates with an oil passage 430 connected to the governor valve 18 and is supplied with governor pressure corresponding to the vehicle speed, and the port 1-92lb communicates with an oil passage 442 connected to the clutch C. , port 921d communicates with port 926a of lock-up valve 917 via oil passage 925, port 921e communicates with oil passage 434 connected to clutch C2, and port 1-92.
1c and 921f are drain ports I.

The lock-up valve 917 has a spool 927 inserted into a valve hole 926 so as to be movable in the axial direction, and a spring 928 that pushes the spool 927 to the left in the figure. The valve holes 926 are pole l-926a, 926b,
926c, 926d and 926e, and the spool 927 has runs F' 927a and 927b (lands 9'27a and 927b have the same diameter). As described above, the port 926a communicates with the port 921d of the vehicle speed cut 7 help 918, and the port 926b communicates with the oil passage 450 that supplies pressure oil from the regulator valve 2 to the torque converter T/C. 926C communicates with the lock-up clutch oil chamber LC via an oil passage 931, and ports 926d and 926e are drain ports I. Torque converter supply pressure is supplied to the torque converter T/C from oil passage 450, and oil in the torque converter T/C is discharged to oil passage 932. The oil in the oil passage 932 is drained through a pressure holding valve 933. Torque converter T, /'C γi1 (
The long-up oil chamber LCI communicates with the oil passage 931 as described above.

Next, one effect will be explained.

In the 1st and 2nd speed states, 2-3 shift I valve 2
The spool 222 of No. 2 is located in the right half position in Fig. 2,
Since oil pressure is not supplied to clutch Cz (that is, oil passage 434), the speed is 111.

Top valve 918 condition f7j (oil passage 925
Since no hydraulic pressure is applied to the spool 927 and no hydraulic pressure is applied to the lock-up valve 917's hole 926a.
is pushed by the spring 928 and is at position 4 shown in -4, half 81 (in the figure). Therefore, the oil passage 450 and the oil passage 931 communicate with each other, and the torque converter supply pressure in the oil passage 450 is applied to the lock-up clutch. Therefore, the oil pressure in the lock-up clutch oil chamber LC becomes equal to the pressure inside the torque converter T/C, and the lock-up clutch L is released.

When the spool 222 of the 2-3 shift valve 22 is switched from the 2nd speed position in the right half of FIG. 2 to the 3rd speed position in the left half of FIG.
) Hydraulic earth wall. In this state ffp, (1(
When the speed increases and the governor pressure increases (for example, the pressure corresponding to the vehicle speed of 40 km/h), it acts on the port 921a, but the governor pressure and the port 1.92 l
The force due to the operating pressure (line pressure) of clutch c3 acting on b overcomes the force of the spring 923, and the spool 922 of the 11f speed cut valve 918 changes to the position of 1" and 1" f in Fig. 3. .For this reason, the seventh mountain passage 434 and the oil passage 925 communicate with each other, and the operating pressure of the clutch C acts on the port 926a of the lock amplifier valve 917.When the operating pressure of the clutch CZ becomes larger than the force exerted by the spring 928, the opening and Nkuanbuha) Rev 917 Spool 92
7 is replaced by J in the lower half 4<7 position in FIG.

When the spool 927 of the lock-up lube 917 is switched to the lower half position 1 in Fig. 3, the port 926C communicates with the port 926d, which is the train port 1. υl is released through the oil passage 931, and the long amplifier clutch L is brought into the engaged state.

When the spool 224 of the 3-4 shift valve 24 is shifted to the position 9J on the right side in FIG. (the oil pressure of clutch C2, that is, the oil passage 43
4 oil pressure is maintained as it is), and becomes 4th speed. In this state, the oil conversion acting from the oil passage 442 to the port 921b is not possible, so 11 (quick cut valve 9
The only force acting on the spout Jl/922 of No. 18 in the right direction in the figure is the force due to the cabana pressure acting on the port 921, a.

Therefore, the value of the governor pressure when the vehicle speed and the front valve 918 are switched is
line pressure was acting on l b). In other words, the vehicle speed/power valve 918 switches at a higher middle speed in 4th gear than in 3rd gear (
For example, in 4th gear 50km/h, in 3rd gear 4
The relationship between the vehicle speeds (0 km/h), , n is shown in FIG. In Figure 4, the line indicated by ♀1° bow A is the switching line for 4th gear, and the line indicated by B on the right is the switching line for 3rd gear. The reason why the third speed line in the middle is inclined (that is, the vehicle speed at the time of switching is not constant) is because line pressure that increases in accordance with the speed of the throttle is applied to the middle speed cant valve 918. In addition, in FIG. 4, the 2-3 shift line and the 3-4 shift line are also shown by broken lines for reference.

Note that the oil passage 442 connected to the port 921b of the vehicle speed cut valve 918 is led from the -flow side of the orifice 628 of the flange 03 and 11.

Therefore, as shown by the dashed line in Figure 4, 3→
When shifting into 4 gears (i.e., when shifting from 3rd gear in a lock-up state to 4th gear in a non-lock-up state!P1)
, the bow 1-9 is released before the oil pressure inside the clutch C is released.
The oil pressure of 2lb becomes low, and before the 3rd-4th gear shift is performed, the vehicle speed cut valve 918 is switched to engage or release the lock-up clutch L, and the shift shift becomes smaller. Next, when the vehicle speed increases further, the lock-up clutch is engaged beyond the line A, and the vehicle enters the fourth gear in the lock-up state Uli.

In the above embodiment, the ('+l5JJ) of the clutch C1 which generates oil pressure in the third gear and drains in the fourth gear is 311
It was used as the number pressure, but instead it drained in 3rd gear and the 4th gear
If there is an operating pressure that generates hydraulic pressure at a high speed, this operating pressure can also be used as a signal pressure. In this case, the signal pressure may be mutually coupled with the spring force of the medium-speed cut valve so that the force acts in the rotational direction.

Furthermore, in the embodiments 1-5, the present invention is applied to a 4-speed forward automatic transmission; It is obvious that the present invention can also be applied to 5-speed, etc.

As described above, according to the present invention, the pump impeller and the turbine launch are moved to the mth speed and the m+1st speed (
Hydraulic pressure j of an automatic transmission with a torque converter equipped with a lock amplifier flanch that can be engaged at (m is any integer)
In the JO device, the first
The vehicle speed cut valve that switches between the I'52 position and the released position is set to 1, and the medium speed cantoparno is urged toward the second position by the spring to counteract the force of the spring. A hydraulic pressure oil passage is connected to the first port that applies a force in the direction, and a hydraulic pressure is generated in the second port that applies a force in the direction that opposes the force of the spring in the case of the mth speed and in the case of the m+1st speed. 7 () adjacent to the oil passage drained to
or by connecting an oil passage that applies a force in the direction that adds to the force of the spring to the second port, which drains in the case of the m-th speed and generates hydraulic pressure in the case of the m+1st speed. Switching of the vehicle speed cut valve when llj Switching of the vehicle speed and cut valve when the governor month is mth speed II! j Since the pressure is set higher than the cabana pressure, one medium-speed cut valve releases the lock-up at low and medium speeds of the m-th speed (3rd speed in the example) and releases the lock-up at the m-th speed (4th speed in the example). It is possible to control the release of the lock amplifier at low vehicle speeds, thereby reducing the cost and downsizing the hydraulic control device.

[Brief explanation of drawings]

FIG. 1 is a phrenological diagram of a four-speed automatic transmission, FIGS. 2 and 3 are hydraulic circuit diagrams showing the entire hydraulic control device, and FIG. 4 is a diagram showing a shift pattern. T/C-...Torque converter, E/engine output shaft, ■...Human power shaft, 0...Output 1kl+. G1, G2・Qin・Planetary gear small set, Sl, S2...Sun gear, R1, R2---・Internal gear, Pct, PC
2.Fist/Carrier, Pl, P2Φ...Pinion gear, C
1, C2, C3 units... Clamp engine, B1, B2 @ race sorake, OWC... one-way clutch, O/P...
...Oil pump, SW...Overdrive inhibitor switch. S/A...Servo apply chamber, S/R...-Servo release chamber, 2.φ.Regulator valve, 4...Manual valve, 6...Clock 1 valve, 8...
Throntle fail-safe valve, 14Φ... cutback valve, 16, line pressure booster valve, 18
・・φ governor valve, 20φ・・1-2 shift valve,
22, Hisashi, 2-3 shift/help, 24-...3-4 foot valve, 26...2-4 timing valve, 28
@e・2-3 timing valve, 30・φ・3-11 timing Harz, 32・・03-2 timing valve,
34...L speed fixed pressure reducing pulse, 36.Fist/torque converter true pressure valve, 38.11-2 Akiyum Lake, 40---4-3 Akiyum Lake, 42-...Opa Tribe Inhibitatsuremade, 917- --Ro, Kua, Bu Valve, 918・Sachi・Jl Speed Can]・Valve, 4
30.434,442,450. '925,931. No. 932... Oil road. Patent applicant: I4 r'f-automatic Jushu Co., Ltd. agent, patent attorney Toshii Miyauchi I

Claims (1)

[Claims] In a hydraulic control system for an automatic transmission having a torque converter equipped with a long-up crunch that can connect a pump impeller and a turbine launch at WS m speed and m+1 speed (m is any integer), a lock-up flanch is engaged. A vehicle speed cut valve is provided that switches between a first position in which the state is set and a second position in which the vehicle speed is released.The vehicle speed cut valve is urged toward the second position by a spring, and the spring force 1 The first po that applies a force in the opposing direction!・Connect the governor pressure oil passage to the second port that applies a force in the direction opposite to the force of the spring, and connect the oil passage that generates oil pressure in the case of m-th speed and is trained in the case of m+1 speed. or by connecting an oil passage that drains in the mth speed and produces hydraulic pressure in the m+1st speed to a second boat that applies a force in a direction that adds to the force of the spring; The lock-up mechanism has four characteristics: the governor pressure when the vehicle speed cut valve is switched is higher than the governor pressure when the vehicle speed cant/belve is switched when the vehicle speed is mth; (b) Hydraulic control device for automatic transmission.