JPS60146945A - Hydraulic control device for automatic speed change gear - Google Patents

Abstract

PURPOSE:To suitably set a line pressure supply hydraulic characteristic at the time of changing a speed and at the time of shifting to a reverse range by regulating a line pressure supply speed at the time of changing a speed and a line pressure supply speed at the time of shifting a reverse range with different orifices. CONSTITUTION:At the time of shifting from the second speed to the third speed, line pressure Pe is supplied through the first orifice 34 to a clutch 18. At the time of shifting to a reverse range, line pressure is supplied through the second orifice 50 to the clutch 18. Thus, the first and second orifices are suitably selected to set a suitable line pressure supply hydraulic characteristic to the clutch 18.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a hydraulic control device for automatic transmissions used in automatic ijf and Concerning control of hydraulic pressure supply to equipment.

Smart technology When the friction engagement device that is engaged in the reverse range and a predetermined gear has only one cylinder chamber, that is, when the friction engagement device of the single piston type is engaged in the reverse range and the predetermined gear In the conventional hydraulic control device, the rise characteristic of the line pressure supply to the frictional engagement device is determined by the only orifice of the line pressure supply oil passage. Therefore, it is not possible to set an appropriate line pressure supply speed both when changing gears and when shifting to the reverse range.
Elk sum was insufficient.

DISCLOSURE OF THE INVENTION An object of the present invention is to control the line pressure supply speed to a frictional engagement device that is commonly used for maintaining a predetermined gear position and a reverse range, both during gear shifting and during a shift range to the end of the reverse range. An object of the present invention is to provide a hydraulic control device for an automatic transmission that can set an appropriate value.

In order to achieve this object, the hydraulic control Mi device for an automatic transmission of the present invention includes a first friction engagement device that is supplied with line pressure and held in an engaged state in the first gear stage, and a cylinder that is the only cylinder. The cylinder chamber has a cylinder chamber, and line pressure is supplied to this cylinder chamber in the second gear position which is one higher speed side than the first gear position and in the reverse range.
A second frictional engagement device is maintained in a C-engaged state, and a first frictional engagement device is supplied with line pressure at a high speed gear higher than the first gear
a first output port connected to an oil line to the first frictional engagement device; a first intermediate port connected to the first intermediate port 1-1; a second intermediate port connected to the first intermediate boat; a second input port that is supplied with line pressure for manual pulp control on the reverse range, a second output port that is read directly into the cylinder chamber of the second frictional engagement device, and a throttle pressure and governor. is movable in the axial direction in relation to the pressure, and in one axial position connects the first input port to the first output port and connects the second input port to the output port @2. and a spool at the other axial position for connecting the first input port to the first intermediate boat and the second intermediate boat to the second output port.

In this way, when shifting from 1st speed to 2nd speed. The line pressure PI from the manual valve is sent to the second frictional coupling W, and when the shift range is in the reverse range I! is delivered to the second friction engagement device through the second orifice, the second input port, and the second output port. Therefore, the inner pressure I# during gear shifting
The supply speed of 1 degree is determined by the first orifice, and the line pressure supply speed when shifting to the reverse range is determined by the second orifice, so the first and second orifices must be set appropriately. By doing so, it is possible to suppress shock by making the hydraulic characteristics appropriate when line pressure is supplied both at the time of gear change and at the time of shift range to the reverse range.

According to a preferred embodiment, the first and second gears are second and third gears, respectively, and the spool is arranged between the first input port and the first input port when the spool is in one position.
The connection with the intermediate boat is severed and the spool is in the other position. Jl: When the spool is in one position, the first land disconnects the connection between the second intermediate boat and the second output port when the spool is in one position. and a third land that disconnects the second input port from the second output port when the spool is in the other position.

Preferably, the second intermediate boat of the first intermediate boat is tied together in order to speed up the draining of oil from the second frictional engagement device during a shift range from the reverse range to another range. The oil passage was provided with at least one orifice.

Example The present invention will be described in detail with reference to the drawings.

2-3 The speed change valve 10 receives a throttle pressure pth corresponding to the throttle opening of the intake passage from the throttle valve 12.
Governor pressure Pg related to vehicle speed.

are received from the governor valve 14 respectively, and the throttle pressure P
Line pressure P to the brake 16 and clutch 18 as friction coefficient &Wffi in relation to th and governor pressure Pgo
I! control the supply of

The first input port 20 receives the line pressure PI! The first
The converters 1-24 are connected to a brake 16 which must be kept engaged during second gear. The boat 26 is connected to a 2-3 timing pulp 28 that controls the oil discharge period of the brake 16 when shifting up from second to third gear, and the first intermediate boat 3o is connected to the side leg port 32. and is connected to a second intermediate boat 36 via the first orifice 34.

Throttle pressure chamber 38 receives throttle pressure pth from throttle valve 12, and governor pressure chamber 40 and boat 4
2 receives governor pressure Pgo from the governor valve 14.

The second output boat 44 is connected to the cylinder chamber 46 of the clutch 18, which must be kept engaged in the third gear, and the second input port 47 is connected to the second orifice 7r from the manual valve 48 in the reverse range. A line pressure P/ is supplied via a gas 50. The check valve 52 is the second
It is provided in parallel with the second orifice 50 so that the direction is from the input port 47 to the manual valve 48. Boat 54 is connected via shuttle valve 66 to
(Second) During range, modulator pressure Pm is sent, and during kickdown, detent pressure Pd is sent to boat 58.
is sent the modulator pressure Pm when in the 2nd range. 2-3
The speed change valves are drains 60, 62.6 in order from the top in the figure.
It has 4.

Plug 68 and spools 70, 72 are coaxially provided. Plug 68 receives a downward force from the hydraulic pressure of boat 1 53 and spring 74 and an upward force from the hydraulic pressure of control boat 32 .

The spool 70 has lands 76, 78, 80, . . . in order from the top.
82, and the diameter of each land 76.78, 80.82 is A
76, A2B.

Ag3. Ag3, A76 =: A2B > A
g3 =: Ag3. The spool 72 has lands 84.86 in order from the top, and the diameters of each land 84.86 are A84 and A2B, and A76 < A84 <
It is A2B.

The clutch 18 includes a hub 92 coupled to an input shaft 90;
A disk 94 is spline-fitted to the hub 92, and a disk 94 is spline-fitted to a member integral with the drum 95.
plates 98 and cylinder chambers 46 arranged alternately with
plate 98 in relation to the hydraulic pressure of the cylinder chamber 46.
a piston 100 that presses the piston +00 toward the disk 94, and a spring 10 that biases the piston +00 toward the cylinder chamber 46.
It has 2.

2-3 The operation of the speed change valve 10 will be explained.

At the 1st speed of the drive range, the 1st input capo-l-20
+ Line pressure p7 from the 1-2 speed change valve 22! is not sent. Further, since the governor pressure Pgo is smaller than the throttle pressure pth, the spool 70 is in the position shown in the right half. Therefore, the brake 16 is connected to the drain of the l-2 transmission valve 22 via the first output port 24 and the first input port 20, and the cylinder chamber 46 of the clutch 18 is connected to the drain of the l-2 transmission valve 22 via the first output port 24 and the first input port 20. 47 to capo 1 is connected to the drain of manual valve 48. As a result, the brake 16 and clutch 1
8 is held in the released state l/).

At the second speed of the drive range, the first input is PUT 20.
] 2 fi The line pressure PA is sent from the speed control 22. In the second speed, as in the first speed, the governor pressure Pgo is smaller than the throttle pressure Pth, the spool 70 is extended in the right half position, and the brake 16 is controlled by the line pressure PI of the first input boat 20. ! is supplied and held in the engaged state.

Governor pressure is Pg at 3rd speed of drive range.

Since this is a large cage compared to the throttle pressure pth, the spool 70 is placed at half l, .) Pl,.

As a result, the first input boat 20 becomes the intermediate boat 3 of mI.
0, and the second intermediate port 36 is connected to the second output port 44. As a result, the first input boat 20
The line pressure PIl is applied to the cylinder chamber 46 of the clutch 18 via the first intermediate boat 30, the first orifice 34, the second intermediate boat 36, and the second output boat 44.
The clutch 18 is engaged and the engine is turned on. Also,
The first output boat 24 is connected to a boat 26 and the brake 16 is connected to the drain of a 2-3 timing valve 28 to hold it in a released state.

The spool 70 moves and the first input capo-1-20
Output 1. As soon as the connection is switched from the tate 24 to the first intermediate boat 30, the oil pressure of the control boat h32 is applied to the plug 68.
Force upward. In addition, hydraulic pressure acts on the difference in area between lands 78 and 80, and the governor pressure P acting on lands 84 and 86
Since gO acts only on the lower surface of the land 86, the upward force on the spool 70 increases rapidly, causing a snap action on the spool 70, causing the input boat 20 of
is immediately fully connected to the intermediate boat 30.

The 2-3 shift timing valve 28 receives the oil pressure in the cylinder chamber 46 of the clutch 18 as a control pressure until the oil pressure in the cylinder chamber 46 reaches a predetermined value! The oil in the brake 16 is slowly discharged through the orifice and the brake 16 is engaged (the condition is monitored, and when the oil pressure in the cylinder chamber 46 reaches a predetermined value or more, the oil in the brake 16 is quickly discharged and the brake 16 is engaged). The timing of engagement with the clutch 18 is made appropriate.

The spool 70 moves from the left half position to the right half position, and the first input boat 20 is moved from the first intermediate boat 30 to the first intermediate boat 30.
When connecting from the first output boat 24 to the first output boat 24, the loss of oil pressure in the control boat 32, the loss of oil pressure between 78 and 80, and the action of the governor pressure Pgo of the boat 42 on the lands 84 and 86 cause the spool to 70 snap action is produced.

When the opening is relatively low, only the spring 74 opposes the governor pressure Pgo of the 2-3 speed change valve 10, and this force is applied to the boat 32.
The 2-3 speed change valve 10 is controlled by hydraulic pressure to
It is designed to be facing 1tt. Therefore, in the low opening degree and low vehicle speed range, the line pressure PI of the first input boat 20 is controlled by the I-2 speed change valve 22! Unless the input boat 20 is drained, the third gear is maintained, and the gear is shifted from the third gear to the first gear at the same time as the input boat 20 is drained by the l-2 shift well 22. This prevents the generation of negative 1-lux due to the shift from 3rd gear to 2nd gear just before stopping, and the 4B shot is i! i! be intimidated.

In the reverse range, the governor pressure Pgo is zero, so the spool 70 is in the right half position. Therefore, the second input boat 47 is transferred to the second output boat 44, and the line pressure Pl of the manual valve 48 is passed through the second orifice 50, the second input boat 47, and the second output boat 44 to the clutch. 18 is supplied to the cylinder chamber 46, and the clutch 18 becomes engaged.
Brake 16 is I-2 gear shift! It is connected to the drain of P22 and is kept in an open state. When shifting from reverse 1 to another range, the oil in the cylinder chamber 46 is discharged from the manual valve 48 via the check valve 52, so the clutch 18 is quickly released. .

2 (During the second lunge or kickdown, the modulator pressure Pm or detent pressure Pd is supplied to the boats 54 and 58, and the spool 70 governor pressure Pgo
Regardless of the position, the clutch 18 is in the right half position, and the clutch 18 is in a free state.

In this way, when shifting up from 2nd speed to 3rd speed, the line pressure PJ is transferred to the clutch 1 through the first orifice 34.
8・＼Supply 1. Also, when shifting to the reverse range, the clutch 1 is shifted through the second orifice 50.
8.

That is, by appropriately selecting the first and second orifices, it is possible to set appropriate line pressure supply hydraulic characteristics to the clutch 8 during upshifts and during shift ranges to the reparation range, respectively. The impact in both cases can be appropriately suppressed.

[Brief explanation of drawings]

The drawings are configuration diagrams of embodiments of the present invention. 10...2-3 speed change valve, 16...brake, 18...
...Clutch, 20...First input boat, 24...
・First output boat, 30...first intermediate boat"',
34... First orifice, 36... Second intermediate boat, 44... Second exit boat, 46... Cylinder chamber, 47... Second long boat, 48... ...Manual valve, 7o...spool.

Claims (1)

[Scope of Claims] 1. A first frictional engagement device that is supplied with line pressure and held in an engagement station portion in the first gear, having only one cylinder chamber and one cylinder chamber from the first gear. High speed side/D In the second gear stage and reverse range, this cylinder chamber - the second electric mechanical engagement device which is supplied with the two line pressure and held in the non-engaged state, in the high gear stage higher than the second gear stage. Line pressure is supplied to the first input boat, the J output boat connected to the oil line to the first frictional engagement device, the first intermediate boat, and the first intermediate boat connected to the first input boat. a second intermediate boat which is connected to the cylinder chamber of the second frictional engagement device; a second input boat which is supplied with line pressure from the manual valve in the reverse range; The pressure is movable in the axial direction in relation to the banner pressure, and at one position in the axial direction, the first input boat is connected to the first output port 1-, and the second input boat is connected to the second input boat. At the other axial position, the first input boat is connected to the second intermediate boat, and the second intermediate boat is connected to the second output boat at the other axial position.
\1L Hydraulic control bag for automatic transmission, characterized in that the spool is placed on the ζt. 2 The first gear and the second gear are the second gear and the third gear, respectively. 411 lower control device for automatic conversion and destruction according to claim 1. 3. The spool is connected to a first input boat and a first intermediate boat when the spool is in one position. a first land that disconnects the first input port and the first output port when the spool is in the other position; A second land disconnects the intermediate boat from the second output boat, and a third land disconnects the second input boat from the second output boat when the spool is in the other position. A hydraulic control device for an automatic transmission according to claim 1 or 3, characterized in that: 4. At least one orifice is provided in the oil passage connecting the first intermediate boat and the second intermediate boat. A hydraulic control device for an automatic transmission according to claim 1, characterized in that: