JPS5943658B2 - Shift control device for automatic transmission - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention provides an automatic transmission that automatically changes gears by detecting the throttle opening of the engine and the vehicle speed. The present invention aims to provide a shift control device for an automatic transmission that automatically changes the shift point and provides a safe and comfortable driving feeling.

Conventional automatic transmissions apply governor pressure and throttle pressure to the shift valve, and automatically shift based only on vehicle speed and engine throttle opening. Therefore, when climbing a steep slope in the drive range, when the vehicle speed reaches a certain level or higher, An upshift occurs due to an increase in governor pressure, which causes a sudden decrease in traction force, a drop in vehicle speed, a decrease in governor pressure, and a downshift, which results in frequent gear changes. At times, the vehicle speed would increase and the engine throttle opening would be closed (to apply engine braking), resulting in low throttle pressure and no downshifting would occur, resulting in poor engine braking and the risk of the vehicle speed increasing.

Therefore, in order to overcome the above-mentioned drawbacks in conventional automatic transmissions, it is necessary to manually downshift the manual shift valve frequently, which is complicated.

The present invention was invented in order to eliminate the above-mentioned drawbacks of conventional products, and detects slopes of a certain angle or more. The response pressure is switched to a high pressure, and the shift point of the automatic transmission is changed so that the shift point is on the high speed side at the same throttle opening.

Hereinafter, one embodiment of the present invention will be described based on the accompanying drawings.

First, an example of a transmission used in the present invention will be explained with reference to FIG.

Reference numeral 10 denotes a generally well-known three-element, one-stage, two-phase torque converter, and a pump impeller 1 connected to an engine output shaft 11.
2 and a one-way brake 1 on a turbine runner 14 and a case 15 connected to an input shaft 13 of a transmission 20, which will be described later.
The stator wheel 17 is supported via a stator wheel 6.

A lock-up clutch 18 is provided within the torque converter 10 to directly connect the pump impeller 12 and the turbine runner 14, that is, the engine output shaft 11 and the input shaft 13 of the transmission 20.

An output shaft 19 of a transmission 20 is provided behind the input shaft 13.

Between the input shaft 13 and the output shaft 19, a single pinion type first planetary gear set 21, second planetary gear set 22, third planetary gear set 23, and fourth planetary gear set 24 are arranged in sequence.

The first planetary gear set 21 includes a first sun gear 25, a first planetary gear 26 that meshes with the first sun gear, and a first planetary gear 26 that meshes with the first sun gear.
It includes a first ring gear 27 that meshes with the planetary gear and a first carrier 28 that pivotally supports the first planetary gear 26.

Similarly, the second planetary gear set 22 is also connected to the second sun gear 2.
9, a second planetary gear 30, a second ring gear 31, and a second carrier 32, the third planetary gear set 2
3 also has a third sun gear 33, a third planetary gear 34, and a third
The fourth planetary gear set 24 includes a ring gear 35 and a third carrier 36, and the fourth planetary gear set 24 includes a fourth sun gear 27, a fourth planetary gear 38, a fourth ring gear 39, and a fourth carrier 40.
Contains.

The first ring gear 27, the second carrier 32, and the third ring gear 35 are connected so as to rotate as one body, and are driven with the input shaft 13 via the first clutch 41.

The first carrier 28 and the second ring gear 31 are connected so as to be able to rotate together, and are driven with the input shaft 13 via a second clutch 42.

The first sun gear 21 is connected to the input shaft 13 through a third clutch 43 and is driven by a first brake 4 to the case 15.
It can be fixed at 4.

The first ring gear 27, the second carrier 32, and the third ring gear 35 can be fixed to the case 15 by a second brake 45.

The second sun gear 22, the third sun gear 33, and the fourth ring gear 39 are connected so that they can rotate as one unit, and
It can be fixed to the case 15 with a third brake 46.

The fourth carrier 40 can be fixed to the case 15 with a fourth brake 47.

The third carrier 36, fourth sun gear 37, and output shaft 19 can be rotated integrally.

In this cattrain, when the third clutch 43 and the fourth brake 47 are engaged, the LOW range, which is the lowest forward speed, is obtained.

When the third clutch 43 and the third brake 46 are engaged, the first forward speed is completed, and the second clutch 42 and the third brake 46 are engaged.
6 is engaged, the second forward speed is reached, and the first clutch 41 and the third clutch 41 are engaged.
If the brake 46 is engaged, the gear is in the third forward gear; if the first clutch 41 and the second clutch 42 are engaged, the gear is in the directly coupled fourth gear; and if the first clutch 41 and the first brake 44 are engaged, the gear is in the fourth forward gear. The highest speed overdrive range is completed.

When the third clutch 43 and the second brake 45 are engaged, reverse drive is completed.

The engagement states of the above-mentioned gears and each frictional engagement device are summarized as shown in FIG. 2, where the frictional engagement device marked with a circle in the figure is engaged.

The hydraulic regulating means of the present invention that should be used in the above transmissions include the pump 50, the regulator valve 100, the manual valve 150, and the downshift control valve 200.
, throttle valve 250, kickdown control valve 300, LOW-HIGH change valve (hereinafter simply referred to as L-H change valve) 350, governor valve 400, governor modulator valve 450,
Change valve 500, throttle modulator valve 550, torque converter pressure control valve 600, L-1 shift valve 650.1-2 shift valve 700.2-3 shift valve 750.3-4 shift valve 800, OD shift valve 850, reverse Inhibitor valve 900, fourth brake trimmer valve 9
50, third brake trimmer valve 1000, second brake trimmer valve 1050, first brake trimmer valve 1100, third clutch trimmer valve 1150,
Second clutch trimmer valve 1200, first clutch trimmer valve 1250, throttle switching valve 1350
, consists of.

A pump 50 shown in FIG. 3G sucks fluid from an oil tank 51 through a filter 52 and a suction liquid path 53, and a discharge liquid path 53.
Discharge to 4.

The pump 50 is directly driven from an output shaft 11 of an engine (not shown) via a pump impeller 12.

The flow path 55 communicates with the regulator valve 100,
This is a line fluid path that engages friction engagement devices such as a plurality of friction clutches 41, 42, 43, friction brakes 44, 45, 46, 47, etc. to ensure a power train to the transmission 20.

The regulator valve 100 shown in FIG. 3E regulates the pressure inside the line pressure fluid path 55.
Lands 102a and 102b of the same diameter fit into the bore in the valve body 101.

102c, a spring 103 that presses the valve 102 downward in the figure, a spring receiver 104 that engages the valve 102 to transmit the tension of the spring to the valve 102, and a spring receiver 104 that is fitted and fixed into the valve pore of the valve body 101. The valve sleeve 105 includes a valve sleeve 105 and a plug 106 that is sealingly and slidably fitted into the inner diameter portion of the sleeve.

The valve body 101 has ports 101a, 101b, 10
1c, 101d.

101e, 101f and chambers 101g, 101h.

101i, 101J, and 101 have 1011.

The port 101a works to introduce line pressure so that the line pressure acts on the valve brand 102a, and the port t-1oib
is a discharge port that communicates with the suction passage 53 through a passage 56.

The port 1101e is a discharge port that communicates with the oil tank 51.

A discharge liquid path 54 and a line pressure liquid path 55 are communicated with the port 101c.

The port N01d supplies circulating oil to the torque converter 10 through a liquid path 51 having an orifice 108 in the middle thereof.

The port 101f is a port that communicates with the space 1011 between the plug 106 and the sleeve 105.

The line liquid path 55 branches into a liquid path 55a on the way, and the branched liquid path 55a is the input port for the governor valve 400.
It communicates with 1a.

The governor valve 400 shown in FIG.
.

A valve 40 having a valve body 401 having 401b and 401c, and a small-diameter land 402a and a large-diameter land 402b that fit sealingly and slidably into the valve body.
2.

Port 401c is a discharge port that communicates with oil tank 51.

The valve body 401 is fixed on the output shaft 19 of the transmission 20 so as to rotate at the same time as the output shaft 19, and the valve 402 is arranged so that its small diameter land 402a is located on the radially outward side with respect to the output shaft 19. It is fitted into the valve body 401.

Port 401b is connected to port 451a of governor modulator valve 450 and OD shift valve 850 via liquid path 59.
port) 851a, port 801a of 3-4 shift valve 800 and port 751 of 2-3 shift valve 750
It communicates with a.

The governor modulator valve 450 shown in FIG. 3F has ports 451a, 451b, 451c, and 451d.

451e and 451f, a plug 452 with a large diameter is placed on the side shown, and a plug 452 is placed on the left side.
A valve 453 having lands 453a and 453b having the same diameter smaller than that of 52 is slidably fitted into each valve 453.

Port) 451a is connected to the above-mentioned liquid path 59.
51b and 451c are discharge passages that communicate with the tank 51.

The port 451e is a liquid path 55 branched from the line liquid path 55.
b and supplies line pressure.

Ports 451d and 451f communicate with port 451, respectively.
d is a reverse inhibitor valve 90 via the liquid path 60.
0 port 901a and L-1 shift valve 650 port 651a11-2 shift valve 700 port) 70
It communicates with 1a.

The manual valve 150 shown in Fig. 3G is the port t151.
a, 151b, 151c, 151d.

151e, 151f, 151g, 151h.

1511 and a valve 152 having lands 152a, 152b, 152c of 31 hardness of the same diameter which are slidably and sealingly fitted into the valve body.
including.

The port 151a communicates with the line pressure fluid path 55 described above.

Port 151b is the port of the 3-4 shift valve) 801f
and the port 501a of the change valve 500 via a liquid path 61, and the port 251a of the throttle valve 250 and the L-H change valve 3 through a liquid path 62.
50 Po) 351a.

Port 151c is the downshift control valve 20
0 ports 201a and 201b via a liquid path 63.

Port 151d is the downshift control valve 20
It communicates with the port 201c of No. 0 via the liquid path 64.

The port N51e communicates with the port 801b of the 3-4 shift valve 800 and the port 851g of the OD shift valve through the liquid path 65.

Port N51f is connected to the 2-3 shift valve 7 via the liquid path 66.
50 port) 751b.

The port H51g is connected to the 1-2 shift valve 7 via the liquid path 67.
00 port) 701b.

The port N51h is connected to the L-1 shift valve 6 through a passage 68.
50 port 651b.

The port 1511 is connected to the change valve 50 via the liquid path 69.
0 port 501c, port 701i of the 1-2 shift valve 700, and port 901b of the reverse inhibitor valve 900.

Downshift control valve 200 shown in Figure 3G
are ports 20'1a, 201b, and 201c.

A valve body 201 having a diameter 201d and a land 202 of the same diameter that fits sealingly and slidably into the valve body.
It is composed of a valve 202 having valves 202a and 202b, a spring 203 that presses the valve to the left in the figure, and a pin 204 that positions the spring in the valve body 201.

The port 201d is a discharge port communicating with the oil tank 51.

Manual valve 150 to ports 201a and 201b
The port (port) 20 communicates with the port H51c through the liquid path 63.
1a leads the liquid pressure to the chamber 201e, and the land 202a
serves as a pressure receiving surface and pushes the valve 202 to the right, a hydraulic pressure balanced with the spring 203 is generated in the chamber 201f, and a predetermined constant pressure lower than the line pressure is supplied to the port N51d of the manual valve 150 through the fluid path 64.

The throttle valve 250 shown in FIG. 3G has a port 251.
a, 251b, 251c, 251d.

251e, 251f, and 251g; a small-diameter land 252a that fits sealingly and slidably into the valve body; and a valve 252, which has large-diameter lands 252b and 252c having the same diameter. The land 25 has the same diameter as the lands 252b and 252c.
3a, a first spring 254 stretched between the two valves 252 and 253, and a second spring 255 that presses the valve 252 toward the side opposite to the first spring 254.

Note that 256 is a pin installed in the valve body 251 and acts as a stopper to stop the valve 253 from moving to the left.

The valve 253 is connected to an accelerator pedal (as shown in the figure) of the vehicle by a suitable means, and is pushed to the right in the figure in response to the amount of depression of the accelerator pedal.

Ports 251d and 251f are discharge ports communicating with the oil tank 51.

Port 1-2513 is manual valve 150 as mentioned above.
communicates with port 151b, and ports 251b and 251
0 and 0 communicate with each other through a liquid path 70 and communicate with port t1351a of the throttle switching valve 1350, and also communicate with the hoard 551a of the throttle modulator valve 550 through a liquid path 70a branched from the liquid path 70.

The port 251e and the port 1-251g communicate with each other through a fluid path 71, and the port 251g communicates with the port 301d of the kickdown control valve 300 via a fluid path 77.

The throttle modulator valve 550 shown in FIG. 3H has ports 551a, 551c, and 551d.

A valve body 551 having a diameter 551e, a valve 552 having two lands 552a and 552b of the same diameter that fit sealingly and slidably into the valve body, and a spring 553 pressing the valve 552 to the left in the figure. Contains.

A plug 554 is hermetically fitted into the right opening of the bore into which the valve 552 of the valve body 551 is fitted, and the pin 55
5 prevents it from pulling out to the right.

The port 551d is a discharge hole communicating with the oil tack 51.

The port 551c and the port 551e communicate with each other through a liquid path 73.

Port 551a is connected to port 2 of throttle valve 250.
Throttle pressure is supplied to the chamber 551 in communication with the chamber 551b.
f, and press the valve 552 to the left in the figure.

Then, in the chamber 551g formed between the land 552a and the land 552b, a pressure slightly higher than the throttle pressure proportional to the throttle pressure is generated by the sum of the throttle pressure, the pressure received by the land diameter 552a, and the pressure balanced with the tension of the spring 553. , the pressure is transferred from port 551c to port 951b of fourth brake trimmer valve 950, port 1ooib1 of third brake trimmer valve 1000, port 1051b of second brake trimmer valve 1050, port 1101b1 of first brake trimmer valve 1100, and third clutch trimmer valve. 1150 port 1151b
1 Port 120 of second clutch trimmer valve 1200
1b, port 1 of first clutch trimmer valve 1250
251b via liquid passages 74, respectively.

At the same time, a liquid passage 74a branched from the liquid passage 74 communicates with a port 1351b of the throttle switching valve 1350.

Kickdown control valve 300 shown in Figure 3G
A valve body 301 having ports 301a, 3U1b, 301c, and 301d, a valve 302 having a small diameter land 302a that fits in the valve body in a sealed and slidable manner, and a land 303 that is slightly larger than the valve 302.
A valve 303 having a diameter is fitted into the spring 304, which is stretched between the two valves.

Ports 301b and 301c are discharge ports that communicate with the oil tank 51.

The port 301a is 1. , - communicates with the port 351b of the change lever 350 via the liquid path 76a, and also communicates with the port 351b of the -H change lever 350, and
301d is the port 25 of the throttle valve 250 mentioned above.
1g via a liquid path 77.

The L-F change valve 350 shown in FIG. 3G is a valve body 3 having ports 351a, 351b, and 351c.
It consists of a valve 352 having two lands 352a and 352b of the same diameter that fit sealingly and slidably within the valve 51,
Port 351a is supplied with line pressure from port 151b of the manual valve 150 described above through a liquid path 62a branched from liquid path 62, and port t-351b is supplied with line pressure from port 151b of the manual valve 150 described above through a liquid path 62a branched from the liquid path 62.
It communicates with the liquid passage 76a, and also communicates with the port 851h of the OD shift lever valve 850 via the liquid passage 76 branched from the liquid passage 76a.

The reverse inhibitor valve 900 shown in FIG. 3D has ports 9 (Ha, 901b, 901c, 901d).

A valve body 901 having a diameter 901e and an equal land diameter 9 that fits sealingly and slidably into the valve body.
02a and 902b, and a spring 903 that urges the valve upward in the figure.The port 901a communicates with the port 1-451d of the governor modulator valve 450 via the fluid path 60.
1b communicates with the port 1511 of the manual valve 150 via the fluid path 69, and ports 901c and 901e communicate with each other via the fluid path 80, and ports 1051a and 1051d of the second brake trimmer valve 1050.
, 1051e, and further communicates with the servo chamber 45a of the second brake 45.

Port 901d is a discharge port that communicates with oil tank 51.

The valve 902 is vertically displaced by the governor modulator pressure proportional to the governor pressure and the biasing force of the spring 903.

The L-1 shift valve 650 shown in FIG.
1a, 651b, 651c, 651d.

A valve body 651 having 651e, 651f, 651g, and 651h, a large-diameter land 652a that fits sealingly and slidably into the valve body, and three lands 652b having a smaller diameter than the large-diameter land.

It includes a valve 652 having 652c and 652d and a spring 653 that presses the valve downward in the drawing.

The port 651a communicates with the port) 451d of the governor modulator valve 450 via the fluid path 60, and also communicates with the port) 65 of the governor modulator valve 450.
1b communicates with port 1sih of manual valve 150 via liquid path 68.

Port 651c and port 651f are oil tank 51
This is a discharge port that communicates with the

The port 651d is connected to the port 1001a of the third brake trimmer valve 1000 via the fluid path 90.

1001d and 1001e, and communicates with the servo chamber 46a of the third brake 46.

Port 651h communicates with port 801g of 3-4 shift valve 800 via liquid path 91.

Also port 651e. 651g communicate with each other via the fluid path 92, and also communicate with ports 951a, 951a, and 951e of the fourth brake trimmer valve 950, and communicate with the servo chamber 47a of the fourth brake 47.

The 1-2 shift valve 100 shown in FIG.
1a, 701b, 701c, 701d.

7U1e, 701f, 701g, 701h.

7011 and a large diameter land 102a that fits into the valve body in a sealed and slidable manner.
and a medium-diameter land 702b that is slightly smaller than the large-diameter land.
and two medium-diameter lands 702c smaller than the medium-diameter land.
, 702d, and a valve 702 having a small diameter land 702e smaller than the medium diameter land, and a valve 703 having a land smaller than the minimum land 702e of the valve.
and a spring 704 that urges the valve 702 upward in the drawing.
The valve 703 is inserted into the valve bore in a free state.

Ports 701c and 701g are discharge ports communicating with the oil tank 51, and orifices 701j and 701k
is installed.

The port 701a communicates with the governor modulator pressure fluid path 60 as described above, the port 701b communicates with the port 151g of the manual valve 150 through the fluid path 67 as described above, and the port 701d communicates with the second clutch via the fluid path 93. Ports of trimmer valve 1200) 1201a, 1201d
, 1201e and the servo chamber 42a of the second clutch.
It will be communicated to.

Port 701e is port 7 of 2-3 shift valve 750
51f through the fluid path 94 to the port N151a of the third clutch trimmer valve 1150.

1151d and 1151e, and also communicates with the servo chamber 43a of the second clutch, and further communicates with the port N01f of the regulator valve 100 via a liquid path 95a branched from the liquid path 95.

Port 701h communicates with port 1351c of throttle switching valve 1350 to be supplied with throttle pressure or throttle modulator pressure via liquid path 72.

The port 701i is connected to the manual valve 1 via the liquid path 69.
It communicates with No. 50 port N51i.

The 2-3 shift valve 750 shown in FIG.
1a, 751b, 751c, 751d.

751e, 751f, 751g, 751h.

A valve body γ51 having a diameter γ51i and a large-diameter land 752a that fits into the valve body in a sealed and slidable manner.
and a medium-diameter land 752b that is slightly smaller than the large-diameter land.
and two lands 752c, 7 with a smaller diameter than the medium diameter land.
52d, a valve 752 having a land 752e smaller than the land, a small diameter land 752f smaller than the land 752e, a spring 753 that urges the valve upward in the drawing, and the above-mentioned valve 752 and spring 753.
and a retainer 754 that supports the.

The ports 751c and 751i are discharge ports communicating with the oil tank 51, and the port 751c is provided with an orifice 751k.

Port 751a communicates with port 401b of governor valve 400 through governor pressure fluid path 59, port 751b communicates with port N51f of manual valve 150 through fluid path 66, and port 751d communicates with port 1251a of first clutch trimmer valve 1250 through fluid path 97. , 1251
d, communicates with 1251e and the first clutch 41
Servo 41a and servo chamber 18a of direct coupling clutch 18
It will be communicated to.

The port 751e is connected to the change valve 500 by the liquid path 98.
The port 751f communicates with the port 501b of the liquid path 9.
4, the port 701e of the 1-2 shift valve 700
is connected to.

Port 751g is connected to OD shift valve 85 by liquid path 98.
0 port 851e, and port 151h is connected to 1-
2 through the port 701h of the shift valve 100
2, the throttle pressure or throttle modulator pressure is supplied to the port N of the throttle switching valve 1350.
It communicates with 351c.

The 3-4 shift valve 800 shown in FIG.
1a, 801b, 801c, 801d.

801e, 801f, 801g, 801h.

801i, 801j, and 801, a valve body 801 having 8011, a large-diameter land 802a that fits into the valve body in a sealed and slidable manner, and a medium-diameter land 802b that is slightly smaller than the land.

Two medium-diameter lands 802 smaller than the medium-diameter land
c, 802d, a first valve 802 having a small-diameter land 802e smaller than the medium-diameter land, and a second valve 803 having a land 803a smaller than the small-diameter land 802e of the bulb; It is composed of a first spring 804 that is stretched, a second spring 805 that urges the first valve 802 upward in the figure, and a retainer 806 that holds both springs.
As described above, the port 801b of the governor valve 400 communicates with the port N51e of the manual valve 150 through the fluid path 65 through the governor pressure fluid path 59, and the fluid path 6
5b communicates with port 851g of CD shift valve 850.

ports) 801d, 801h, and 801J are discharge ports communicating with the oil tank 51;
Orifices 801m and 801n are provided at d and 801h.

The port 801e is connected to the CD shift valve 85 by the liquid path 99.
0 port 851d.

The port 801f is connected to the change valve 500 by the liquid path 61.
It communicates with the port 501a of the manual valve 150 and the port 151b of the manual valve 150.

As described above, the port 801g communicates with the port 651h of the L-1 shift valve 650 through the liquid path 91.

The port 801i is connected to the port 801k by a liquid path 81.

port) 8011 is port 7 of the 2-3 shift valve 750
51h and port 701h of 1-2 shift valve 700
Throttle switching valve 1 to be supplied with throttle pressure or throttle modulator pressure by fluid path 72 via
350 port 1351c.

The OC shift valve 850 shown in FIG. 3C is located at port 851.
a, 851b, 851c, 851d.

A valve body 851 having 851e, 851f, 851g, and 851h, a large-diameter land 852 that fits sealingly and slidably into the valve body, and two lands of the same diameter 852b and 852 that are slightly smaller than the large-diameter lands.
c and the land 852° 852c, a valve 852 having a small diameter land 852d smaller than the land 852c, a spring 853 that urges the valve upward in the drawing, and a spring retainer 854.
As mentioned above, the port 851a is the governor pressure fluid path 5.
9 communicates with the governor valve 400b, and port 85
1b and 851f are discharge ports communicating with the oil tank 51, and an orifice 851i.

851" is provided.

port) 851c is connected to ports t1101a and 1101d of the first brake trimmer valve 1100 via a fluid path 861.

1101e and also communicates with the servo chamber 44a of the first brake 44.

As described above, the port 851d communicates with the port 801e of the 3-4 shift valve 800 through the liquid path 99, and also communicates with the port 801e of the 3-4 shift valve 800.
51e communicates with port 751g of 2-3 shift valve 750 via liquid path 98.

Port 851g communicates with port 151e of manual valve 150 via liquid path 65 via port 801b of 3-4 shift valve 800 through liquid path 65b.

The port 851h communicates with the port 351b of the L-H change valve 350 and the port 301a of the kickdown control valve 300 through a liquid path 76.

The change valve 500 shown in FIG. 3F has a port 501a.
, 501b, 501c, and a valve 502 that is fitted into the valve body in a sealed and slidable manner, and a spring 503 that presses the valve to the right in the figure, and one end of the spring 503 is locked. It consists of a plug 504, a pin 506 supported by the body 501 to prevent the plug from jumping out to the left in the figure, and a seal ring 505, and the port 5oia is connected to the port 151 of the manual valve 150 by a liquid path 61.
b communicates with port 801f of 3-4 shift valve 800.

Port 1-501b communicates with port 751e of 2-3 shift valve 750, and port 501c communicates with port 1511 of manual valve 150 through fluid path 69.

The throttle switching valve 1350 shown in FIG. 3F has ports 1351a, 1351b, and 1351c.

1351d having a valve body 1351 and a valve 1352 that fits sealingly and slidably within the valve body.
and a spring 13 that presses the valve to the right in the figure.
53 and the valve 1352 against the pressing force of the spring.
It consists of a bushing rod 1355 of a solenoid 1354 for displacing the motor to the left in the figure.

A solenoid 1354 has a coil 1356 that drives a bushing rod 1355 and one end of the coil is connected to a power source 1400.
The other end of the coil 1356 is grounded.

On the other hand, power supply 1400 is grounded via mercury switch 1450.

The mercury switch 1450 acts as a slope detection means and is connected when the vehicle approaches an uphill or downhill slope.

The port 1351a is connected to the port 251b of the throttle valve 250 via the fluid path 70 as described above.

251c.

The port N351b is connected to the port 551c of the throttle modulator valve 550 via the liquid passages 74a and 74 as described above.
is communicated with.

The port t1351c is connected to ■-2 via the liquid path 72 as described above.
Port 701h of shift valve 700, port 751h of 2-3 shift valve 750, and 3-4 shift valve 8
00 port 8011.

Po N351d and 1351e both have oil tank 51
This is a discharge port that communicates with the

The torque converter pressure control valve 600 shown in FIG. 3c has a port 601a.

A valve body 601 having a diameter 601b, a valve 602 that is sealed and slidably fitted into the valve body, a spring 603 that biases the valve 602 to the left in the drawing, and prevents the spring from being pulled out to the right. A pin 604 is pivotally connected to the body 601 for the purpose of connecting the port 60.
1a communicates circulating oil from the torque converter 10 via an oil cooler 1300, and further lubricates each friction portion of the transmission 20.

Port 601b is a discharge port that communicates with oil tank 51.

The fourth plate IJ valve 950 shown in FIG. 3B has ports 951a, 951b, and 951c.

A valve body 951 having 951d and 951e, a valve 952 at the bottom in the figure and a valve 953 at the top in the valve body in a sealed and slidable manner, and a spring 954 stretched between the two valves. It is arranged.

Port 951d. Between port 951e and chamber 951f, the flow is cut from port 951e to chamber 951f, and vice versa.
A one-way valve 955 is provided to allow oil to flow from port 51f to port 951e.

Port 951a is connected to L-1 shift valve 650 as described above.
ports 651e, 651g and ports 951d, 95
1e.

A liquid path 92 is connected to the servo chamber 47a of the 47th rake 47.
We will communicate at.

Port 951b communicates with port 551c of throttle modulator valve 550 via fluid path 74.

Port) 951c is a discharge port communicating with the oil tank 51.

Other trimmer valves 1000, 1050゜110
As for 0.1150 and 1200.1250, the configuration and shape of the fourth brake trimmer valve 950 are exactly the same, so the explanation about the valve will be omitted by referring to the above explanation, and the connection relationship between the port and the fluid path will be explained below. do.

The third brake trimmer valve 1000 shown in FIG. 3B has a port 1101a as described above.
50 ports 651a and ports 1101d, 1101
e and communicates with the servo chamber 46a of the third brake 46.

Port 1001b communicates with port 551c of throttle modulator valve 550 via fluid path 74.

Port 1001c is a discharge port that communicates with oil tank 51.

Reference numeral 1005 is a one-way valve that functions similarly to the one-way valve 955 described above.

In the second brake trimmer valve 1050 shown in FIG. 3B, the port 1051a is the port 901c of the reverse inhibitor valve 900 as described above.

901e and Poe) 1051d, 1051e and the second
It communicates with the servo chamber 45a of the brake 45.

Port 1051b communicates with port 551c of throttle modulator valve 550 via fluid path 74.

The port HO51c is a discharge port that communicates with the oil tank 51.

1055 is a one-way valve that functions similarly to the one-way valve 955.

The first brake trimmer valve 1100 shown in FIG. 3B has a port 1101a as described above.
0 port 801g and ports 1101d, 1101e
, and communicates with the servo chamber 44a of the first brake 44.

Port 1101b communicates with port 551c of throttle modulator valve 550 via fluid path 74.

Port N101c is a discharge port that communicates with the oil tank 51.

Reference numeral 1105 is a one-way valve that operates similarly to the one-way valve 955.

Third clutch l-IJ ma-lube 115 shown in Figure 3A
0, the port 1151a is as described above;
And it communicates with the servo chamber 43a of the third clutch 43.

Port 1151b communicates with port 551c of throttle modulator valve 550 via fluid path 74.

Port 1151c is a discharge port that communicates with oil tank 51.

1155 is a one-way valve that functions similarly to the one-way valve 955.

The second clutch trimmer valve 1200 shown in FIG. 3A has a port 1201a as described above.
0 port γO1d and ports 1201a, 1201e
, and communicates with the servo chamber 42a of the second clutch 42.

Port 1201b communicates with port 551c of throttle modulator valve 550 via fluid path 74.

Port) 1201c is a discharge port that communicates with the oil tank 51.

1205 is a one-way valve that operates similarly to the one-way valve 955.

1st clutch shown in Figure 3A) IJ Mama Lube 125
0, the port 1251a is the port 751d of the 2-3 shift valve 750 and the ports 1251d, 12
51e, and the servo chamber 41a of the first clutch 41 communicates with the servo chamber 18a of the direct coupling clutch 18.

Port 1251b communicates with port 551c of throttle modulator valve 550 via fluid path 74.

Port 551c is a discharge port that communicates with oil tank 51.

1255 is a one-way valve that functions similarly to the one-way valve 955.

Next, the operation of the above configuration will be explained.

When the engine of the vehicle is driven, the pump 50 is also driven, sucking liquid from the oil tank 51 through the strainer 52 and the suction liquid path 53, and discharging it to the discharge liquid path 54.

The pressurized liquid in the discharge liquid path 54 is supplied to the chambers 1011 and 101g of the regulator valve 100, applies pressure to the cross-sectional area of the land 102a, and pushes the valve 102 upward in the drawing against the tension of the spring 103.

If the valve 102 is displaced upward, the chamber 1011 will be communicated with the discharge port 101b, so the hydraulic pressure in the chamber 1011 will decrease, and accordingly, the hydraulic pressure in the chamber 101g will also decrease. The tension causes it to return downward to cut off communication between chamber 1011 and discharge port N01b.

In this way, the regulator valve 100 is connected to the spring 1
The pressure is regulated to a substantially constant pressure corresponding to the tension of 03.

The magnitude of this pressure adjustment is determined when the transmission is in Low, 1st and Rev
When in the position, the chamber 101 is supplied via the liquid path 95a.
Since line pressure is supplied to chamber 10, this line pressure is
The line pressure itself becomes high line pressure in order to push the valve 102 downward in the drawing against the hydraulic pressure within 1 g.

This high pressure line pressure is L□w. This is necessary for several types of frictional engagement devices (clutches, brakes, etc.) to enable the transmission to transmit high torque output from the engine at the 1st and Rev drive ratios.

The port N Old of the regulator valve 100 is provided with an orifice 108 and is connected to the torque converter 10 via a fluid path 57 .

By appropriately determining the size of this orifice 108, the hydraulic pressure supplied to the torque converter 10 can be set to a desired value.

Also, the liquid discharged from the torque converter 10 is sent to a cooler 1300.
The torque converter pressure control valve 600 controls the output pressure to a desired substantially constant value.

The liquid pressure regulated to a substantially constant level by the regulator valve 100 is transferred to the governor valve 4 through a liquid path 55a branched from the liquid path 55.
00 input capo) 401a.

When the output shaft 19 is not rotating, the governor valve 400
That is, when the vehicle is stopped, land 4 of valve 402
02a blocks the input capo 401a, no governor pressure is generated, and therefore no hydraulic pressure is generated in the liquid path 59.

When the vehicle starts running and the output shaft 19 of the transmission 20 starts rotating, the centrifugal force applied to the valve 402 of the governor 400 and the large diameter land 402b and small diameter land 402 of the valve 402
The input port 401a and the discharge port 401 are set to a value that balances the area difference between the area difference between the input port 401a and the force directed toward the axis 19 due to the hydraulic pressure.
c is opened and closed to adjust as shown in the fourth diagram to generate governor pressure in the liquid passage 59, and this governor pressure is applied to the 2-3 shift valve 750.
．． 3-4 shift valve 800, CD shift valve 850
is supplied to the governor modulator valve 45 to control the valve position in response to the continuous speed of each of these valves.
It is also supplied to input port 451 of 0.

In the governor modulator valve 450, governor pressure is supplied to the right end of the plug 452, line pressure is supplied to port 451e, and line pressure is supplied to port 451 through port 451d.
51f presses the left end of the land 453b to the right with line pressure to counteract the force exerted by the plug 452, but since the pressure receiving area of the plug 452 is larger than the pressure receiving area of the land 453b, the governor modulator valve 450 output capo-1-451d, a governor modulator pressure (shown in FIG. 4) which is always proportional to the governor pressure and higher than the governor pressure is generated, and this governor modulator pressure is generated by the reverse inhibitor valve 900, L-1. Supplied to shift valve 650, ■-2 shift valve γ00,
Like governor pressure, the valve position of each of these valves is controlled in response to vehicle speed.

When the manual valve 150 is shifted to the forward position, the line pressure in the line pressure fluid path 55 is the same as that of the manual valve 15.
The liquid is supplied to the inlet port 251a of the throttle valve 250 through the ports 1151a, 151b and the liquid path 62.

The tension of the springs 254 and 255 of the throttle valve 250 is such that when the accelerator pedal (as shown) is not depressed and the valve 253 is locked to the pin 256 located on the left side of the drawing, the valve 252 has its land 252b connected to the input port 251a. Since the valve 253 is set to be held in the closed position, press the accelerator pedal 4 times to release the valve 253.
until the tension of the spring 254 is increased by pushing the land 252b to the right by a predetermined amount.
1a is not opened and no throttle pressure is generated.

Then, the amount of depression of the accelerator pedal increases and valve 2
If 53 is pushed to the right beyond the expected value, spring 25
The tension of valve 2 overcomes the tension of spring 255.
52 to the right in the figure to open the input port 251a, but the pressure fluid that entered the valve from the input port 251a flows to the lands 252a and 252b of the valve 252 via the port 251b, the liquid path 70, and the port 251c. In addition to the difference in opening area, the valve 252 is pushed back to the left in the figure against the tension of the spring 254, closing the input port 251a and communicating with the ports 251e and 251g.

At this time, the port 251e communicates with the discharge port B51f via the liquid path 71 (port) 251g.

If the port 251e communicates with the port 251f, the liquid path 70
As the hydraulic pressure inside decreases, the valve 252 is again pushed back to the left in the figure by the tension of the spring 254, and the valve 252 is pushed back to the left in the figure.
and port 251f, and port 251f.
51b and the input port 251a are communicated with each other.

Thus, the throttle valve 250 adjusts the throttle pressure, which increases in proportion to the amount of depression of the accelerator pedal, and supplies it to the fluid path 70.

When the accelerator pedal is further depressed, that is, when the accelerator pedal is depressed to a full stroke or close to it, the valve 253 is displaced to the right in the figure, and the port 251
The communication to the discharge port B51f is cut off from g, and the liquid pressure is guided to the input port 1-301d of the kickdown control valve 300 through the liquid path 77, and from the left end of the valve 302, the liquid pressure is pushed to the right and balanced with the spring 304. Saliva pressure is obtained, but when line pressure is not introduced to the port 301a, the pressure is slightly lower than the line pressure, and when line pressure is introduced, it is set to be equal to the line pressure. , at this time, the adjustment ability of the throttle valve becomes invalid and the throttle pressure becomes the adjusted pressure, and the liquid path 7
0, and the throttle pressure will rapidly rise from a value corresponding to the planned amount of depression.

The throttle modulator valve 550 is connected to the input capo 155.
Throttle pressure is supplied from 1a via liquid path 70a,
This throttle pressure works together with the spring 553 to push the valve 552 to the left in the figure, and the valve 552 is pushed into the chamber 551.
g and the discharge port 551d are cut off.

From this state, the liquid path 74 from each trimmer valve,
The hydraulic pressure supplied to the chamber 551g through the ports 551c is supplied to the chamber 551e through the liquid path 73, and the hydraulic pressure is supplied to the chamber 551e through the valve 552.
In addition to the cross-sectional area of the land 552a, the valve 552 is pressed and displaced in the right direction in the figure against the spring 553 and the throttle pressure in the chamber 551f, and acts to open the discharge port 551d.

For this purpose, the discharge port 551d is alternately opened and closed, and the chamber 55
A throttle modulator pressure higher than the throttle pressure by the tension of the spring 553 is generated within 1 g, and the fluid path 74
from each trimmer valve port) 951b
, 1001b, 1051b, 1101b.

1151b, 1201b, 1251b and the pressure at port 1351b of throttle switching valve 1350 become the aforementioned throttle modulator pressure.

Note that the port 551b communicating with the chamber 551g is connected to the liquid path 55c.
If a configuration is added in which line pressure is supplied to the liquid passage 55 in communication with the liquid passage 55, the pressure applied to the cross-sectional area of the land 552a of the valve 552 from the port 551b causes the valve 552 to
By alternately opening and closing the port 551b and the exhaust port 551d against the throttle pressure in the spring 553 and the chamber 551f, it is possible to control the fluid path 74 to the throttle modulator pressure even before the operation of each trimmer valve. It is what it is.

Since the functions of each trimmer valve are the same, the fourth brake trimmer valve 950 will be explained as a representative.

When throttle modulator pressure is supplied to port 951b, when line pressure is supplied to liquid path 92, valve 952 is pushed up against spring 954 through port 951a, and line pressure is also supplied to port 951d. Therefore, the hydraulic pressure in the chamber 951f pushes the valve 953 downward in the figure, gradually increasing the biasing force of the spring 954, and the pressure is regulated from the time when the biasing force of the spring 954 and the hydraulic pressure of the throttle modulator valve 550 match. The pressure in the fourth brake servo chamber 47a is gradually increased to the line pressure, and the initial pressure is determined by the throttle modulator pressure (as shown in Figure 10).

When the pressure in the liquid path 92 is discharged, each valve 9
52 and 953 have been returned to their rest positions, and this Shisou 951
The amount of liquid in f is discharged through the port) 951d, and the one-way valve 955 is also opened and discharged from the port) 951e, so that the discharge in the chamber 951f is caused by the engagement pressure in the fourth brake servo chamber 47a. 951d
By opening the one-way valve 955, the liquid can be discharged more quickly with lower resistance than when opening the one-way valve 955.

Therefore, with the trimmer valve, the pressure supplied to the servo chamber gradually increases from an initial pressure proportional to the throttle pressure, allowing smooth engagement of the brake and clutch, and rapid disengagement, which is very desirable. effect can be obtained.

L-)-(When the change valve 350 is in the H (high speed) range by manual operation, the input port 351a, which communicates with the liquid path 62a branched from the liquid path 62 by the land 352b, is blocked, and the input port 351a communicates with the liquid path 76. Po 1-
351b communicates with the discharge port 351c to be drained, and when operating in the L (low speed) range, the input port 351a and the liquid passage 351b are connected and the liquid passage 76 shifts the CD shift position to the 850. It is connected to the port 851h, pressurizes the land 852d of the valve 852, acts to push the valve 852 upward, and does not complete the OD shift valve.

In addition, the kickdown control valve 3 is connected to the oil passage 76a.
Land 3 of valve 303 enters from port 301a of 00
Pressurize the right end of 03a and push the valve 303 to the left to increase the kickdown pressure and raise the kickdown change point.

Next, the adjustment action in each operating range of this transmission will be described.

Neutral position When the manual valve 150 is moved to the neutral position, that is, the N position by moving the selection lever (path shown) on the driver's seat, the line pressure supplied from the line pressure fluid path 55 to the input port 151a of the manual valve 150 is changed to the valve 152. Lands 152a and 152b, no fluid pressure is applied to any servo chambers of other valves or frictional engagement devices, and the transmission is in a neutral state.

However, although pressure fluid is supplied to the governor valve 400 from a fluid path 55a branched from the line pressure fluid path 55, no governor pressure is generated when the vehicle is not running.

L range Manual valve 150 by moving the selection lever.

When set to the L position, line pressure from the line pressure liquid passage 65 is supplied to the liquid passages 61, 62, 63 via between the lands 152a and 152b of the valve 152.

The line pressure led into the liquid path 61 is supplied to the port 1-801f of the 3-4 shift valve 800, and
Pressure fluid (hereinafter abbreviated as downshift pressure) is regulated to a substantially constant pressure lower than the line pressure by a downshift control valve 200 in which line pressure is supplied to port 251a through port 251a.

) to the port N of the manual valve 150 via the liquid path 64.
51d, and lands 152b and 1 of the valve 152.
52c to the liquid passages 65, 66°67.68.

From the liquid path 65 is the port of the 3-4 shift valve 800) 80
The downshift pressure entering 1b is applied to the area difference between large diameter land 802a and small diameter land 802b of valve 802, displacing and fixing valve 802 to the upper position in the figure, ie, the downshift position.

Therefore, the line pressure led to the port 801f of the 3-4 shift valve 800 is transferred to the land 802 of the valve 802.
It functions to supply line pressure to port 801g via between port d and 802e.

The port 801g is connected to the port 1-651h of the L-1 shift valve 650 via the liquid passage 91, but the liquid passage 6
Since the downshift pressure supplied to the valve 652 is added to the area difference between the large diameter land 652a and the small diameter land 652b of the valve 652 and fixes the valve 652 at its low speed position,
The liquid is supplied to the fourth brake trimmer valve 950 between the land 652c and the land 652d of the valve 652, through the port 651e and the liquid path 92.

The line pressure supplied to the fourth brake trimmer valve 950 is adjusted as described above to engage the fourth brake 47 in the servo chamber 47a of the fourth brake 47.

Also, the line pressure from the liquid path 61 enters from the port 501a of the change valve 500, moves the valve 502 to the right in the figure, communicates with the port 501b, and passes through the liquid path 98 to the port 501a.
-3 reaches port 751e of shift valve 750.

From the liquid path 66 to the port of the 2-3 shift valve 750) 751
The downshift pressure entered b is added to the area difference between the large-diameter land 752a and the small-diameter land 752b of the valve 752, and the valve 752 is not displaced to the upper position in the figure, that is, the downshift position, so that the port 751e The valve 752 functions to supply line pressure led to the port 751f through between the land 752d and the land 752e of the valve 752.

The port 751f communicates with the port 701e of the 1-2 shift valve 700 via the liquid path 94, but the liquid path 6
The downshift pressure supplied to the land 702a of the valve 702 is added to the area difference between the large diameter land 702a and the small diameter land 702b, and the valve 702 is displaced to the upper downshift position in the drawing. The third clutch trimmer valve 1150 is supplied to the third clutch trimmer valve 1150 through the water line 701f and the land 702e.

The line pressure supplied to this third clutch trimmer valve 1150 is the same as that of the fourth clutch trimmer valve 950 described above.
The L□w is adjusted in the same way as in the case of 2 and is supplied to the servo chamber 43a of the third clutch 43, engages the third clutch, cooperates with the engagement of the fourth brake, and sets the transmission 20 to the lowest forward speed.
Complete the range.

Also, at this time, the pressure adjusted by the third clutch trimmer valve 1150 is transferred to the regulator valve 10 via the fluid path 95a.
The line pressure is also supplied to the pressure intensifying chamber 1011 of 0, and gradually increases the line pressure to a high pressure line pressure, and reaches a value necessary and sufficient for the engagement of the third clutch 43 without giving a shock to the engagement of the third clutch 43. Increase line pressure.

liquid paths 65 and 66; The hydraulic pressure supplied to the shift valves 67 and 68 is regulated to a substantially constant pressure moderately lower than the line pressure by the downshift control valve 200, and the pressure of each shift valve 650, 700, 750, and 800 is regulated as described above. Since the difference in area between the lands that receive the hydraulic pressure is appropriately determined, even if the selection lever is forcibly shifted to the L position while driving at high speed, the governor pressure is applied against the downshift pressure. The system will not shift down to a low speed position until the governor pressure drops below the predetermined value, and will automatically shift down to a gear gear suited to the vehicle speed.

This is to prevent the engine from over-speeding during engine braking.

On the other hand, once the manual valve 150 is downshifted to the L position and the vehicle is in a low gear, even if the vehicle speed increases, the vehicle speed will not be sufficient to perform the shift amplifier within the engine drive range, and the vehicle will not shift up (Figure 9). reference).

■When the manual valve 150 is moved to the I position using the range selection lever, the relationship between the line pressures is exactly the same as in the L range, and the downshift pressure supplied from the port 151d is applied to the fluid lines 65 and 6.
6.67 and not to the liquid path 68.

Therefore, the 1-2 shift valve 700, the 2-3 shift valve 750, and the 3-4 shift valve 800 are all located on the low speed side as described above, and the line pressure in the liquid path 61 is transferred to the port 651h of the L-1 shift valve 650. It will be supplied to

At this time, the valve 652 of the L-1 shift valve 650 is moved to the high speed side position by the tension of the spring 653, so the port 651h is connected to the land 6 of the valve 652.
52b and the land 652c to communicate with the port 651d, and supply line pressure to the third brake trimmer valve 1000 via the fluid path 90.

When line pressure is supplied to the third brake l-IJ valve 1000, the valve operates as described above to smoothly engage the third brake 46 and complete the first range.

In this range (■), when the selection lever is forcibly shifted to the 1st position while driving at high speed, the gear will only be downshifted to the gear that matches the vehicle speed at that time, depending on the magnitude of the governor pressure at that time.

However, once the vehicle speed decreases and you shift down to 1st, even if you increase the vehicle speed, the vehicle speed required for upshifting will not be achieved within the range of engine drive, and the gear will remain in the 1st position (see Figure 8).

If the manual valve 150 is shifted to the 2nd position by moving the 2 range selection lever, the only difference from the range 2 is that the downshift pressure in the fluid path 61 disappears.

Therefore, since no downshift pressure is applied to the area difference between the land 702a and the land 102b of the 1-2 shift valve 700, the 1-2 shift valve 700 acts as a normal shift valve, and the governor applied to the land 702a of the valve 702 acts as a normal shift valve. 1st and 2nd are automatically switched by comparing the magnitude of the modulator pressure and the throttle pressure or throttle modulator pressure applied to the land 102e.

At this time, the L-1 shift valve 650 is connected to the spring 65.
3 and the governor modulator pressure applied to the large diameter land 652a, it is always positioned on the high speed side, so even if the vehicle speed becomes low, it will not shift down to Low (see FIG. 7).

Further, at the second stage, no hydraulic pressure is supplied to the pressure increasing chamber 1011 of the regulator valve 100, so the line pressure does not become the high line pressure but remains the low line pressure.

That is, at this time, the engagement pressure of the third brake 46 is applied by the third brake trimmer valve 1000 at a lower pressure than when the high pressure line pressure is applied.

This low pressure is the OD of the transmission 20 with a small reduction ratio.
.

This is necessary and sufficient as line pressure to the frictional engagement device that completes the 4th, 3rd, and 2nd.

When the manual valve 150 is shifted to position 3 by moving the 3-range selection lever, the difference from the above-mentioned 2 positions is that the position is within the liquid path 66, that is, between the lands 752a and 752b of the valve 752 of the 2-3 shift valve 150. The only difference is that the downshift pressure applied to the area difference is eliminated.

Therefore, both the 2-3 shift valve 750 and the 1-2 shift valve 700 automatically select the high speed side or the low speed side by comparing the magnitudes of the governor pressure or governor module pressure and the throttle pressure or throttle modulator pressure. Automatic gear shifting will be performed between 1st, 2nd, and 3rd.

In this case, as in the case of the 2nd range, there is no downshift to the Low range, and the line pressure is the low line pressure in the 2nd and 3rd, and the line pressure is the high line pressure in the 1st (see FIG. 6).

If the manual valve 150 is shifted to the position (■) by moving the D range selection lever, the difference from the 3 range is that the land 8 of the valve 802 of the 3-4 shift valve 800 is inside the fluid path 65, that is, the land 8 of the valve 802 of the 3-4 shift valve 800.
The downshift pressure applied to the area difference between land 802a and land 802b is simply eliminated.

Therefore, the governor pressure or governor modulator of each of the shift valves other than the L-1 shift valve 650, i.e., 1-2 shift valve 700, 2-3 shift valve 150, 3-4 shift valve 800.01) shift valve 850, The high-speed side and low-speed side are automatically selected by comparing the magnitudes of the compressed throttle pressure or throttle modulator pressure, and 1 s t , -2nd , T3 rd = 4
Automatic gear shifting will be performed between th20D.

When the L-H change 350 is switched to the ■■ (high speed) position, the liquid path 62 from the manual valve 150
62a, L~)-(The line pressure led to the port 351a of the change valve 350 is cut off at the land 352b of the valve 352 and does not communicate with the port 1-351b, so OI) The port of the shift valve 850 1-851
No line pressure is supplied to h, and the OD shift valve 850
By displacing the valve 852 upward and reducing the working pressure acting on the low speed side, the OD is increased through the liquid path 59.
An increase in the governor pressure supplied to the port 851a of the shift valve 850 allows the valve 852 to be shifted downward in the figure, that is, to the high speed side, resulting in the OD shift stage (the OD shift diagram in this case is 0D-H in FIG. 5). Shown in diagram.

) can now be shifted up.

Furthermore, when the L-H change valve 350 is switched to the L (low speed) position, the ports 351a and 351b of the L-H change valve 350 communicate with each other via the land 352b and land 352a of the valve 352. As a result, line pressure is supplied to port t-851h of the OD shift valve 850 through the passage 76, increasing the force acting on the valve 852 in the upward direction shown in the figure, and causing no effect on the OD shift valve 850 toward the low speed side. The OD shift diagram of is 0D- in Figure 5.
This OD-L diagram shifts the vehicle speed to a higher side compared to the OD-H diagram described above due to the supply of line pressure to the port 851h of the OD shift valve 850. Then, the vehicle speed decreases and once you have downshifted to 4th gear or lower, even if you increase the vehicle speed, the vehicle speed required to shift up to OD gear is still within the range of engine drive (OD-
L diagram) does not occur, and the gear remains in the 4th position, and the OD gear stage is not completed.

In the case of this D range, as in the 3rd range, there is no downshift to the Low range, and in the 2nd, 3rd, 4th, and OD, the line pressure is a reduced line pressure, and in the 1st, the line pressure is a high line pressure (5th (see figure).

It is desirable to change the line pressure to a different line pressure in each shift range, but in order to change the line pressure in each range in this way, not only the pressure increase chamber 101f of the regulator valve 100 but also a suitable area It is sufficient to provide pressure boosting chambers with a difference equal to the number of gears, and to supply line pressure from the supply fluid path to each pressure boosting chamber and the frictional engagement device to complete each shift range. The matter should be obvious.

When the manual valve 110 is shifted to the R position by moving the R range selection lever, the line pressure fluid path 55 is connected to the port 151a,
Land 152b of valve 152.

152a and communicates only with the liquid path 69 via the port 1151i.

The liquid path 69 is the port of the reverse inhibitor valve 900)
901b and port 701 of 1-2 shift valve 700
In addition, the line pressure is communicated from port 501c of change valve 500 to port 501b, and line pressure is supplied to port 751e of 2-3 shift valve 750 via liquid path 98.

Spring 903 of reverse inhibitor valve 900
is relatively weakly tensioned, so even if you shift to the R position while driving forward, if the vehicle speed is higher than the planned value, for example 20IaIl/h, the governor modulator pressure supplied from the port 901a will change to the tension of the spring 903. The overcoming valve 902 is pressed downward in the figure and blocks the line pressure from the port 901b at the land 902a, so it does not drive backward and maintains a neutral state.

However, when the vehicle speed is lower than the above-mentioned predetermined value, the valve 902 is displaced upward in the drawing by the force of the spring 903, and the port 901b is communicated with the port 901c via the land 902a and land 902b of the valve 902. Therefore, line pressure is supplied to the liquid path 80.

The line pressure in the liquid path 80 is controlled by the reverse inhibit valve 9.
00 port) 901e to push the valve 902 upward in the figure, and drive the vehicle in reverse to reach the above scheduled vehicle speed, for example 20
Even if the speed exceeds &+/h, the reverse inhibitor valve is prevented from shifting to the neutral side.

Also, the line pressure in the liquid path 80 is the second brake)
The servo chamber 45 of the second brake 45 via the lubricant 1050
a, the second brake trimmer valve 1050
The second brake 45 is gradually engaged by this action.

On the other hand, 2-3 shift valve γ50.1-2 shift valve 7
00 are displaced upward in the figure by the tension of springs 753 and 704, respectively, so the line pressure supplied to port 751e is distributed between lands 752d and 752e of valve 752, port 751f, liquid path 94, and port 701e. .

Between lands 702d and 702e of valve 702, port 701f, fluid path 95, third clutch trimmer valve 1
150 to the servo chamber 43a of the third clutch 43, and the third clutch 45 is gradually engaged by the action of the third clutch IJ valve 1150.

Thus, in the R position, the third clutch 45 and the second brake 4
5 is engaged, and backward drive is obtained.

Even during this reverse drive, the third clutch trimmer valve 115
The hydraulic pressure controlled at 0 is supplied to the pressure increasing chamber 101f of the regulator valve 100 via the liquid path 95a, and the line pressure is gradually increased.

This increased line pressure is applied to the third clutch 45 during reverse drive.
The pressure is sufficient to engage the two.

Next, the operation of the throttle switching valve 1350, which is the main part of the present invention, will be described in detail.

When the vehicle is running on a flat road (a road with a slope less than the planned value), the throttle switching valve 1350 is operated so that the mercury switch is not connected, so the solenoid coil 1356 is not energized and the valve is placed in the position shown above in Fig. 3F. Po N35
1a and port 1351C are communicated, and port 1351b is blocked.

Therefore, the throttle pressure in the fluid path 70 is transferred to the port 701h12-3 of the 1-2 shift valve 700 via the fluid path 72.
It is supplied to the port 751h of the shift valve 750 and the port gait of the 3-4 shift valve 800, and the valves 702, 752 of each shift valve 700, 750, 800,
802 (second valve 803) is pushed upward in FIGS. 3D and 3C.

Therefore, in order for the valves 702, 752, and 802 of each shift valve 700, 750, and 800 to move to the upshift side, the pressing force by the governor modulator pressure or governor pressure supplied to the ports 701a, 751a, and 801a must exceed the above-mentioned level. Throttle pressure and each spring 704°7
54.805, and the vehicle speed for upshifting changes in response to changes in throttle pressure.

If the relationship between the throttle opening and the shift timing corresponding to the vehicle speed at this time is shown for each shift range, it will be as shown in the diagrams shown by solid lines in FIGS. 5 to 9.

On the other hand, when downshifting, each valve 702, 752
, 802 is due to the difference in position between upshifting and downshifting, the difference in line pressure receiving area is 702°75 for each valve.
2.802, the vehicle speed moves to a lower speed side than the line at the time of upshifting, as shown by the broken line in FIGS. 5 to 9.

When the vehicle approaches a road with a slope higher than the predetermined slope from a flat road, the mercury switch 1450 is connected, and the solenoid coil 1356 is energized to move the bushing rod 1355 to the third floor.
Valve 1352 is pressed by spring 1 in order to press it to the left in the figure.
353 and is moved to the left in Figure 3F (the valve position shown below Figure 3F).

Therefore, when the vehicle runs on a slope, port 1351b and port 1351c are communicated, and port t1351a is blocked by valve 1352a.
1h and 8011 are supplied with throttle modulator pressure from the liquid path 74°74a.

As mentioned above, this throttle modulator pressure is higher than the throttle pressure and is a pressure that responds to changes in the throttle pressure, so the diagrams for upshifting and downshifting of each shift valve 700, 750, and 800 are similar to those shown above. The vehicle speed will change to a higher side than when it is due to throttle pressure (when not on a slope), as shown by the one-dot chain line (when shifting up) and the two-dot chain line (when shifting down) in Figures 5 to 9. Become.

That is, from 1st to 2nd in D range when driving on a slope.
, 2nd to 3rd.

When shifting up from 3rd to 4th or vice versa, from 1st to 2nd in 3 ranges.

When shifting up from 2nd to 3rd or from 4th to 3r
d, 3rd to 2nd, 2nd to 1st downshift, 1st to 2nd shift amplifier in 2 ranges, h to 3rd, 3rd to 2nd.

During all downshifts from 2nd to 1st, the gears are changed at a higher speed than when driving on a flat road.

As detailed above, according to the present invention, when driving on a slope, the shift up and down shift diagrams shift to the high speed side compared to when driving on a flat road, so the low speed gear can be used up to higher speeds, and even when driving on a steep slope The amplifier timing is delayed, allowing more use of low speed gears, reducing the number of shifts to high gears, eliminating the drawback of frequent gear changes, and also allowing downshifts to low speeds when the vehicle speed is high, even when descending a steep slope. This allows for better engine braking and reduces the risk of using the automatic transmission range.

[Brief explanation of drawings]

FIG. 1 is a schematic central vertical cross-sectional view showing an example of a transmission used in the present invention, and FIG. 2 is a diagram showing the engagement of each frictional engagement device and the engagement of each gear in the transmission used in the present invention. Explanatory diagram showing the third
The figure is an explanatory diagram showing the arrangement relationship of the following figures 3A to 3H,
3rd A, 3B, 3C. Figures 3D, 3E, 3F, 3G, and 3B are partial detailed diagrams of the hydraulic pressure control circuit diagram for a transmission according to the present invention, Figure 4 is a characteristic diagram showing the relationship between vehicle speed and governor modulator pressure, and Figure 5 is for the D range. Figure 6 is a transmission diagram in 3 ranges, Figure 7 is a transmission diagram in 2 ranges, Figure 8 is a transmission diagram in Lunge,
FIG. 9 is a shift diagram in the Low range, and FIG. 10 is a characteristic diagram of the engagement pressure of the trimmer valve. 11...Input shaft, 19...Output shaft, 2
0... Speed gear train, 18, 41, 42, 43,
44,45°46.47...Frictional engagement device, 2
50... Throttle valve, 550...
・Throttle modulator valve, 1350...
- Throttle switching valve, 1450...Mercury switch (slope detection means).

Claims (1)

[Claims] 1. A human power shaft, an output shaft, a transmission gear train disposed between the two shafts and having a plurality of gear stages, a plurality of hydraulically operated friction engagement devices for completing different gear stages in the transmission gear train, A governor valve that generates a governor pressure that changes approximately in proportion to changes in vehicle speed, a throttle valve that generates a throttle pressure that changes approximately in proportion to the throttle opening of the engine, and a throttle that opposes the governor pressure and the governor pressure. under pressure,
a shift valve that selectively switches and engages the plurality of frictional engagement devices; a throttle modulator valve that receives the throttle pressure and generates different throttle modulator pressures proportional to changes in the throttle pressure; A slope detection means detects a slope when the slope is higher than the slope angle, and when the slope detection means detects a slope, the slope detection means switches between the throttle pressure and the throttle modulator pressure according to a signal generated by the slope detection means to shift the throttle pressure and the throttle modulator pressure. A shift control device for an automatic transmission, comprising a switching valve that operates to guide the valve.