JPS5944538B2 - Automatic transmission control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a control device for an automatic transmission that combines a torque converter and a transmission gear to obtain a gear ratio of multiple forward speeds and one reverse speed.

Conventionally, automatic transmissions are generally equipped with a throttle valve that detects a hydraulic signal proportional to engine output and a governor valve that detects a hydraulic signal proportional to vehicle speed, and both signals are applied to a shift valve to adjust the magnitude of both. Related to this, I changed gears.

The automatic transmission configured in this manner has the disadvantage that its hydraulic control section is complicated and the automatic transmission becomes large.

The present invention was invented in view of these points.
Equipped with a centrifugal check valve that detects the rotation of the torque converter stator and a reaction force detector that detects the reaction force of the stator, both signals are applied to the shift valve to change gears according to the rotation of the stator and the reaction force. It is designed to control.

An embodiment of the present invention will be described below with reference to the drawings.

FIG. 1 is a schematic diagram showing the power transmission mechanism of the automatic transmission of the present invention, FIG. 2 is a sectional view of the power transmission mechanism of the automatic transmission of the present invention, and FIG. 3 is a schematic diagram showing the power transmission mechanism of the automatic transmission of the present invention. A hydraulic circuit diagram is shown.

In FIG. 1, the automatic transmission of the present invention includes an engine output shaft 1, an input shaft 2, intermediate shafts 3 and 4, an output shaft 5, a torque converter 10, a clutch 15, a brake 16, a planetary gear mechanism 20, and an input shaft 2. It consists of a gear device 30 disposed at the rear of the vehicle.

The torque converter 10 includes a pump impeller 11, a turbine runner 12, and a stator 13 fixed via a one-way clutch 14.

The output shaft 1 of the engine is connected to a pump impeller 11,
Turbine runner 12 is connected to input shaft 2 via clutch 15 .

The planetary gear mechanism 20 includes a sun gear 21, a planetary pinion 22, a ring gear 23, and a carrier 24, and the sun gear 21 is integrally provided on the intermediate shaft 3 provided with the brake 16.

Ring gear 23 is connected to turbine runner 12 of torque converter 10 , and carrier 24 is connected to input shaft 2 .

The input shaft 2 is connected to an input gear 31 of a gear device 30, and a reverse gear 35 is rotatably mounted on the input shaft 2.

The output shaft 5 includes a forward gear 32, a reverse gear 33, and a parking gear 34.

The intermediate shaft 4 disposed parallel to the output shaft 5 includes a gear 36 that meshes with a reverse gear 35 and a gear 37 that meshes with the reverse gear 33 via an idler gear 38.

A sleeve 40 that moves in accordance with the operation of a shift lever provided at the driver's seat switches between forward movement, reverse movement, and parking.

When parking, the parking ball 39 meshes with the parking gear 34 to fix the output shaft 5.

Further, the configuration of the automatic transmission of the present invention will be explained in detail with reference to FIG.

Torque converter 10 connected to output shaft 1 of the engine
The 0 cover 50 is welded to the pump cover 51, and the impeller grade 52 is caulked to the pump cover 51 and the core 53.

Furthermore, the pump cover 51 is the oil pump 1 which is a hydraulic pressure generation source.
It is welded to a sleeve 54 for driving 01.

The turbine grade 55 is caulked to the turbine outer shell 56 and core 57.

The turbine outer shell 56 is the ring gear 23 of the planetary gear mechanism 20
is welded to.

Further, the turbine outer shell 56 forms a driven clutch member 58 for the clutch 15 in a portion thereof.

The stator 13 is spline-fitted to a stake shaft 59, and one end of the stator shaft 59 is fixed to an outer race 60 and an oil pump cover 61 via a one-way clutch 14, and the stator 13 is only allowed to rotate in one direction. ing.

The planetary gear mechanism 20 includes a sun gear 21 formed at one end of the intermediate shaft 3 and a ring gear 2 fixed to the turbine outer shell 56.
3, and a planetary pinion 22 that meshes with both gears 21 and 23 and is pivotally supported by a carrier 24, and the carrier 24 is spline-fitted to the input shaft 2.

The intermediate shaft 3 is connected to a pub 62 of the brake 16 at the other end.

The brake 16 includes a disc 63 spline-fitted to the pro 2 and a grate 6 spline-fitted to the case 70.
4 and a piston 65 disposed within the oil pump cover 61
When the brake 16 is operated, the sun gear 21 is fixed, the rotation of the ring gear 23 is decelerated, and the carrier 2
4 can be conveyed.

The clutch 15 includes a clutch plate 67 spline-fitted to the input shaft 2 so as to be slidable in the axial direction, a drive clutch member 68 provided at one end of the clutch plate 67, and a turbine outer shell. A driven clutch member 58 provided at 56, an apply side oil chamber 69 and a release side oil chamber 71 partitioned by a clutch plate 67.
It is operated by the pressure difference between the two oil chambers.

When the clutch 15 operates, the turbine outer shell 56 and the input shaft 2
are connected.

A gear device 30 disposed at the rear of the input shaft 2
an input gear 31 formed in the , a forward gear 32 spline-fitted to the output shaft 5 , a reverse gear 33 and a parking gear 34 ,
Consisting of a reverse gear 35 rotatably mounted on the input shaft 2, gears 36 and 37 integrally provided on the intermediate shaft 4 parallel to the output shaft 5, and an idler gear 38, the reverse gear 3
5 meshes with gear 36, and gear 37 meshes with idler gear 38.
It meshes with the reverse gear 33 via.

A shift fork 73 is fixed to a shift fork shaft 72 that moves in the axial direction in response to the operation of a shift lever provided at the driver's seat.

Further, the shift fork 73 engages with a sleeve 40 that engages with the input gear 31, the forward gear 32, and the reverse gear 35 in order to switch between forward and backward movement.

Also, the parking cam 7 is attached to the shift fork shaft 72.
4 is provided, and when parking, the parking pole 39 is pushed down as shown in the figure and engages with the parking gear 34 to fix the output shaft 5.

The operation of the automatic transmission of the present invention having such a configuration will be explained.

The shift lever of the automatic transmission of the present invention takes an H-type shift position as shown in FIG. The structure is such that both the speed selection valve and shift fork operate.

In the N position, the input gear 31 and the forward gear 32 are connected by the sleeve 40.

However, since both clutch 15 and brake 16 are released, engine power is not transmitted to output shaft 5.

In the D position, the input gear 31 and the forward gear 32 are connected by the sleeve 40.

D position forward first speed...The brake 16 is activated and the clutch 15 is released.

The power from the output shaft 1 of the engine is transferred to the torque converter 10
The signal is transmitted to the ring gear 23 of the planetary gear mechanism 20 connected to the turbine runner 12 via.

Since the sun gear 21 is fixed by the operation of the brake 16, the rotation of the ring gear 23 is decelerated and transmitted to the carrier 24, and then to the input shaft 2.

Rotation of the input shaft 2 is transmitted to the output shaft 5 via the input gear 31, the sleeve 40, and the forward gear 32.

D position forward 2nd speed...The brake 16 is released and the clutch 15 is activated.

The power from the output shaft 1 of the engine is transferred to the torque converter 10
is transmitted to the turbine runner 12 via the clutch 15.
It is directly transmitted to the input shaft 2 via.

The input shaft rotates 20 times by input gear 31, sleeve 40. It is transmitted to the output shaft 5 via the forward gear 32.

In the L position, the input gear 31 and the forward gear 32 are connected by the sleeve 40.

Further, since the clutch 15 is released and the brake 16 is operated, the power from the engine is decelerated and transmitted to the output shaft 5 in the same manner as in the case of the D position forward first speed.

In the R position, the shift fork 73 is moved to the left in the figure by the shift lever, and the input gear 31 and the reverse gear 35 are connected by the sleeve 40.

Further, the brake 16 is activated and the clutch 15 is released.

The power from the output shaft 1 of the engine is transferred to the torque converter 1
0, is decelerated via the planetary gear mechanism 20 and transmitted to the input shaft 2.

The power transmitted to the input shaft 2 is transferred to the input gear 31 and the sleeve 4.
0, gear 3 provided on intermediate shaft 4 via reverse gear 35
6 can be conveyed.

Furthermore, the rotation direction is reversed and transmitted to the output shaft 5 via the gear 37, the idler gear 38, and the reverse gear 33.

At the P position, the shift fork 73 is moved to the right in the drawing by the shift lever, and the parking cam 74 pushes the parking ball 39 downward in the drawing to engage with the parking gear 34, thereby fixing the output shaft 5.

Next, a hydraulic control system for an automatic transmission according to the present invention will be explained with reference to FIG.

This hydraulic control device includes an oil reservoir 100, an oil pump 101, a pressure regulating valve 200, a speed selection valve 210, a shift valve 220, a kickdown valve 230, a centrifugal check valve 240, check valves 250, 260, 270, 280, and others. It consists of various hydraulic circuits arranged for various valves.

The pressure regulating valve 200 includes a spool 201 and a spring 202.
, oil chambers 203, 204.
Line pressure is generated in the oil passage 102 according to the pressure oil acting on the oil passage 4 and the force of the spring 202.

Here, the spring load of the spring 202 is controlled by a reaction force detector 300 that moves by detecting the reaction force of the stator 13, so the line pressure generated in the oil passage 102 is controlled according to the stator reaction force. It is something that

The speed selection valve 210 consists of a spool 211 that is moved by operating an H-type shift lever installed in the driver's seat.
At the N position, the pressure oil in the oil passage 102 is not guided anywhere.

At the D and P positions, the oil passage 102 is connected to an oil passage 104, and at the L and R positions, the oil passage 102 is connected to an oil passage 105.

Here, the N position is neutral, the D position is automatic transmission to two forward speeds, the L position is fixed to first forward speed, the R position is reverse, and the P position is parking.

The shift valve 220 consists of a spool 221, 222, a spring 223, and oil chambers 224, 225, and 226.
Pressure oil and spring 22 acting on 24.225.226
The first speed and the second speed are switched in accordance with the force of 3.

The kickdown valve 230 has a spool 231 and a spring 2
32, consists of a cable 233 that moves in conjunction with an accelerator pedal (not shown), a stopper 234 provided at one end of the cable 233, and an opening 235. In the kickdown state when the accelerator pedal is fully depressed, the cable 233 moves in the right direction as shown in the figure. The stopper 234 moves toward the spool 2.
31 and moves the spool 231 to the right in the drawing against the spring 232 to open the opening 235.

When the opening 235 is opened, the oil chamber 20 of the pressure regulating valve 200
The pressure oil in the oil passage 102 is discharged from the opening 235, and the line pressure in the oil passage 102 increases.

As shown in FIG. 2, the centrifugal check valve 240 is provided in the oil passage 106 provided in the stator shaft 59, and the centrifugal check valve 240 is operated as shown in FIG. It works as the name suggests.

In FIG. 5, the vertical axis represents the supplied oil pressure, and the horizontal axis represents the stator shaft rotation speed.

On the left side of the line S-S in the drawing, the ball 241 closes the oil passage 106 by hydraulic pressure, and on the right side of the line S-S in the illustration, the centrifugal force acting on the ball 241 becomes larger and closes the oil passage 106.
Open 6.

FIG. 6 shows the point at which the torque converter reaches the coupling range, with the vertical axis showing the throttle opening and the horizontal axis showing the turbine rotation speed.

In the figure, the left side of the line TT represents the converter range, and the right side of the line TT represents the coupling range.

Next, its operation will be explained.

When the speed selection valve 210 is in the D position, the oil passage 102 is the oil passage 1.
I have contacted 04.

The oil passage 102 is connected to the shift valve 220 via the orifice 310.
The oil chamber 225 is connected to the centrifugal check valve 240 via the oil passage 106.

When the torque converter 10 is in the converter range, the stator shaft 59 does not rotate, so the centrifugal check valve 2
40 is closed by the oil pressure in the oil passage 106, and oil pressure is generated in the oil chamber 225 of the shift valve 220.

When oil pressure is generated in the oil chamber 225, the spool 221 moves downward in the figure against the spring 223, the oil passage 104 communicates with the oil passage 108, and the pressure oil acts on the oil chamber 75 of the brake 16, causing the brake 16 to brake. 16 is engaged.

Further, the oil passage 103 is connected to the oil passage 107, and pressure oil is supplied to the release side oil chamber 71 of the clutch 15 via the oil passage 76 provided in the input shaft 2, so that the clutch 15 is released.

In this way, the clutch 15 is released and the brake 16
When engaged, the power transmission mechanism enters the first speed state as described above.

When the vehicle speed increases and torque converter 10 enters the coupling range, stator shaft 59 begins to rotate.

Then, as shown in FIG. 5, when the centrifugal force becomes larger than the oil pressure supplied to the oil passage 106 (on the right side of line S-8 in Figure 5), the oil passage 106 is released and the oil chamber 222 of the shift valve 220 is opened.
The pressure oil inside is discharged and the spool 221 is moved to the spring 223.
to move upward in the diagram.

Then, the communication between the oil passage 104 and the oil passage 108 is cut off, and the oil passage 108 is connected to the discharge port 227, and the oil chamber 1 of the brake 16 is opened.
5 and release the brake 16.

In addition, communication between oil passage 103 and oil passage 107 is cut off, and oil passage 1
07 is connected to the discharge port 228, the pressure oil in the release side oil chamber 71 of the clutch 15 is discharged, and the clutch 15 is engaged.

When the clutch 15 is engaged and the brake 16 is released in this manner, the power transmission mechanism enters the second speed state as described above.

When the gear is switched from the first gear to the second gear, the engine speed decreases and the torque converter 10 again reaches converter range.

When the torque converter 10 reaches the converter range, the stator shaft 590 stops rotating, the centrifugal check valve 240 closes the oil passage 106, and oil pressure is generated in the oil chamber 225 of the shift valve 220.

However, if the areas of the lands LA5 LB and LC of the spool 221 are set so that the following formula holds, then P<F/A-B, where P: line pressure F acting on the oil chambers 225 and 226 The load of the spring 223 A: Area of land LA B: Area difference of land LEj LC 1-2 Even after the gear shift, the spool 221 is held upward in the figure and maintains the second speed state.

Next, downshifting will be explained.

The line pressure in the oil passage 102 is controlled according to the reaction force of the stator, and the line pressure increases as the reaction force of the stator increases.

Furthermore, the stator reaction force shows a tendency as shown in FIG. 7, and increases as the throttle opening increases and the vehicle speed decreases.

If the load of the spring 202 of the pressure regulating valve 200 is set to be suitable for driving, an appropriate downshift will be possible.

In other words, the stator reaction force increases and the line pressure becomes P>F/A-B.
When the speed rises to this point, the spool 221 moves downward in the drawing, and a downshift is performed to the first speed state.

Next, kickdown when the accelerator pedal is depressed all at once while the vehicle is running in the second forward speed will be explained.

When the accelerator pedal is fully depressed, the opening 235 of the kickdown valve 230 opens, the pressure oil in the oil chamber 203 of the pressure regulating valve 200 is discharged from the opening 235, and the line pressure in the oil passage 102 increases.

The oil passage 102 connects to the centrifugal check valve 24 via an oil passage 106.
0, and the line pressure is greater than the centrifugal force acting on the ball 241, causing the ball 241 to close the oil passage 106 and generate line pressure in the oil chamber 225 of the shift valve 220.

The line pressure at this time is higher than the normal line pressure, and P>
Since it is in the F/A-B state, the spool 221 is pushed down in the downward direction in the drawing to kick down to the first speed state.

When the speed selection valve 210 is in the L position, the oil passage 102 is the oil passage 1.
You will be contacted on 05.

The pressure oil supplied to the oil passage 105 is transferred to the oil chamber 2 of the shift valve 220.
24 to hold the spool 22L222 downward in the drawing.

Also, the oil passage 105 is connected to the oil passage 104 via the check valve 250.
is connected to the brake 16 by supplying pressure oil to the oil passage 108.
Activate.

The oil passage 103 is connected to the oil passage 10γ, and supplies pressure oil to the release side oil chamber 71 of the clutch 15 via the oil passage 107 to release the clutch 15.

In this manner, when the brake 16 is activated and the clutch 15 is released, the power transmission mechanism enters the first speed state.

When the speed selection valve 210 is in the N position, the oil passage 102 is the oil passage 1.
04 and the oil passage 105.

The oil passage 102 acts on the oil chamber 225 of the shift valve 220 to hold the spool 221 downward in the drawing, and the oil passage 103 is connected to the oil chamber 225 of the shift valve 220.
7 and release the clutch 15.

In this way, at the N position, both the clutch 15 and the brake 16 are released.

When the speed selection valve 210 is in the N position, the oil passage 102 is the oil passage 1.
Brake 1 is contacted in the same way as in the L position.
6 is activated and the clutch 15 is released.

FIG. 8 shows a shift diagram of the automatic transmission of the present invention, where solid lines indicate upshift lines and dotted lines indicate downshift lines.

As described above, the present invention relates to a control device for an automatic transmission, and is configured to control gear changes according to the rotation and reaction force of a torque converter nostator.

According to the present invention, the rotation of the stator of the torque converter is detected by a centrifugal check valve provided in the stator shaft, the reaction force of the stator is detected by a reaction force detector, and the speed change is controlled according to both signals. This eliminates the need for throttle valves and governor valves conventionally used in hydraulic control devices for automatic transmissions, making the hydraulic control device compact.

[Brief explanation of the drawing]

FIG. 1 is a schematic diagram showing the power transmission mechanism of the automatic transmission of the present invention, FIG. 2 is a sectional view of the power transmission mechanism of the automatic transmission of the present invention, and FIG. 3 is hydraulic control of the automatic transmission of the present invention. A hydraulic circuit diagram showing one embodiment of the device, FIG. 4 is a schematic diagram of shift levers of the automatic transmission of the present invention, FIG. 5 is a characteristic diagram showing the operation of the centrifugal check valve of the present invention, and FIG. 6 7 is a characteristic diagram showing the coupling point of the torque converter, FIG. 7 is a characteristic diagram showing the stator reaction force of the torque converter, and FIG. 8 is a shift diagram of the automatic transmission of the present invention. Explanation of symbols, 1...Engine output shaft, 2...
...Input shaft, 3, 4...Intermediate shaft, 5...
...output shaft, 10...luke converter, 11
... Pump impeller, 12 ... Turbine runner, 13 ... Stator, 14 ...
・One-way clutch, 15...Clutch, 16・
... Brake, 20 ... Planetary gear mechanism,
30...Gear device, 59...Stator shaft, 100...Oil reservoir, 101...Oil pump, 200...Pressure regulating valve , 210...
...Speed selection valve, 220...Shift valve, 230-
--... Kickdown valve, 240... Centrifugal check valve, 250, 260, 270, 280...
...Check valve, 300...Reaction force detector.

Claims (1)

[Claims] 1. In an automatic transmission in which a gear ratio of multiple forward stages and one reverse stage is obtained by combining a torque converter consisting of a pump impeller, a turbine runner, and a stator, and a variable speed gear device, the stator operates a one-way clutch. An oil passage connected to a stator shaft fixed through the stator shaft and communicating with a shift valve of a hydraulic control device is provided in the stator shaft, and the oil passage is connected to the stator shaft at a predetermined rotation speed or more of the stator shaft. The system includes a centrifugal check valve that opens, a reaction force detector that detects the reaction force of the stator, and a pressure regulating valve that controls hydraulic pressure according to the reaction force of the stator. 1. A control device for an automatic transmission, characterized in that the automatic transmission is controlled to change gears in accordance with the above.