JPS60146951A - Controller for automatic speed changer of car - Google Patents

Abstract

PURPOSE:To shift smoothly to speed change stage, in a hydraulic controller for automatic speed changer of car comprised of a multi-stage speed change gear employing a hydraulic servo, by providing a pressure drop regulating mechanism of hydraulic servo for regulating the release timing of friction engaging element. CONSTITUTION:An automatic speed changer is comprised of a hydraulic controller 100 and an electronic controller 200 where the hydraulic controller 100 is comprised of hydraulic pressure controller 103, solenoid valves S1-S4 for maintaining/discharging the hydraulic pressure, friction engaging element or clutch C, brake B, hydraulic servo C-1-C-2, B-1-B-3 and hydraulic speed change mechanism 110. The hydraulic speed change mechanism 110 includes a boost regulation mechanism 400 for hydraulic servo and pressure drop regulation mechanism 500 for regulating the speed of discharge pressure from each hydraulic servo thus to regulate the release timing of friction engaging element. Consequently, unilateral clutch is not required to enable control of each hydraulic servo through said mechanism 500 comprising single solenoid valve and oil path exchange valve.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field] The present invention relates to a control device for an electronically controlled automatic transmission machine mounted on a vehicle.

[Prior Art] In order to improve the power performance and fuel efficiency of a vehicle with an automatic transmission, it is desirable to have a multi-stage automatic transmission.
As the structure becomes more complicated, it becomes more difficult to mount due to increased suspension and size, and the price also increases. It will be difficult to apply for 12 cities. The weight due to the multi-stage automatic transmission,
The increase in size and price is mainly due to the one-sided clutch that is applied to the transmission to reduce shock during gear shifting. For example, in a planetary gear transmission AT1 with four forward speeds and one reverse speed, which has three planetary gears P1, R2, and R3 connected to the output shaft of the torque converter TC shown in FIG.
In addition to clutches C1 and C2 and brakes B4 and B5, as friction engagement elements to achieve the above-mentioned gear stage, 1
- Three one-way latches Fl to prevent shock during 2-shift, 2-3 shift, and 3-4 shift.
, F2, F3 are used, and three brakes 81, B2, B
3 is added, but by eliminating this one-way clutch, the configuration of the planetary gear transmission AT2 with four forward speeds and one reverse speed as shown in FIG. 2 can be achieved. In the figure, R1 and R2 respectively.
,R3,! :, Sl, B2, B3 and CR1, CR2,
CR3, pl, R2, and R3 are each planetary gear Pi
, R2, and R3 ring gears, sun gears, carriers, and planetary binions.

The transmission mechanism will be explained by taking the transmission ΔT1 having the configuration shown in FIG. 1 as an example.

In the shift 1jiAT1 shown in FIG. 1, various combinations of shift scales are possible, and Table 1 shows the specifications.

In the table, ○ is engaged, Δ is engaged during engine braking, × is released, ◎ is [ ] engaged, OWC is one-sided clutch, R is reverse, N is neutral (courtral), and D is forward (
drive), and both have a select (drive) installed in the driver's seat.
(Speed selection) Indicates the position of the lever J-0 a) Manual shifting that prevents starting.

N (neutral) → 1] (forward) (engage clutch C1.

) N-) R (Reverse) (Clutch C211:i and Brain (: Port 2 are combined in one system.) l)) 1st (1st speed) 2nd (231i>3rd (
3rd gear) Automatic shifting within 4tl+ (4th gear).

Switching gears that make up planetary gears. (Table 1 (Indication 1) C) Skip shifting between each gear.

It is a matter of how to engage and release a clutch and brake (change of grip between frictional engagement elements) that has a 1g frictional engagement element C regardless of the gear shift d'3, and the principle is the same. It is something. Therefore, a shift between the second speed and the third speed (2-3 shift h) will be explained using FIG. 3 as an example.

If you look at Table 1, you can see; sea urchin 2-3 shift 1~sometimes 2n
At time d, the brake B4 engages the reaction force that was being applied to the brake]35 via the one-way clutch F2.
``There will be a 1st turn through the ramp F1 towards Lee 1.''
It has been realized. Figure 3 schematically shows the transient characteristics (') during gear shifting.At each stage, the rotational speed of each member, the oil pressure in the hydraulic lever of the I!?i friction engagement, and the transmission )71
− It shows the changes in the ruku.

Until time t1, 2 +1 (ti-14 even in + gear state)
3rd gear after t4.

[to]: Indicates the start of gear shifting. 2-3 shift 1-bu 1 installed in the hydraulic control device controlled according to the driving condition
'(I!Z in the figure) is switched, and the valve to the 2-3 shift 1 is replayed from the 2nd speed state to the 3rd shift state.
7) Oil [-1J-Hon-4 17) illllJT-like (
Q', (p B , -4>) is heard.

[tO-tl]: Oil F due to oil pressure supply
``The space in the control charge conduit is full, and furthermore, the hydraulic lever B-4 screw 1 moves, and the play of the piston becomes zero.In this section, the brake B4 on the piston
The pressing force on the friction play 1~ is zero, and the brake B4
The 1-lux displacement is zero. Therefore, the engaged state of the gear remains in the second speed, and the Kitria CR1 is fixed to the transmission case by the brake B5 via the one-way latch F2. The reaction force received by this crest is TF2
The sum of this and the input 1 to torque TE input via ring gear R2 is -6 or 111 torque 1 during the output.
0 and is expressed by the formula below.

To = TF2 + TE 4J- The gear S1 is rotating at a rotational speed of 1 NSI in the opposite direction to the rotational speed NF of the input shaft.

[tl~t2 The hydraulic pressure PB-4 in the hydraulic lever B-4 rises, and the brake B4 has a 1-lux capacity R (starts.) Accordingly, T F 2 decreases and becomes zero at t2 at d3. Therefore, the output shaft torque To decreases. However, in this section a3, rotational changes of each member occur.

Therefore, this section is called 1-luke change 13 period (1-luke phase). (2) From this section to 14 [, 1 As shown in Fig. 3, the output shaft 1 - torque tO is determined according to the 84 brake's 1 - torque displacement 1134. - Therefore, this interval (1
1・-t4) 84 brake oil pressure"j-BoB-
The characteristics of the feed hydraulic phase to 4 are very small. j, which is different from the conventional method;
As a method of controlling the starting characteristics of 3 and 4, it is possible to obtain a speed change that is easy to achieve by using a mulletator or electronically controlling the pressure using a solenoid valve. There is.

[t2-t4]: Hydraulic pressure PB-4 in hydraulic lever B-4 further decreases to -, and play 1-[34-1~Ryu Y5 hanging T
B4 increases, and at t2 d3, the reaction force T2 becomes zero, and the first gear CR1 starts rotating at the rotational speed NCR1.

Also, when the hydraulic pressure PB-4 is lifted up, the 1-luke capacity lift TB
4 increases, the brake B4 gradually decreases the rotation of the ring gear S1 while moving by 1, and stops at t4, completing the shift. At the same time, the gear rear CR1 and the engine rotation of 31 degrees NfE are synchronized with the rotation of the third speed. In this section, each member is synchronized from the 2nd speed state to the 3rd speed state, and this section is called the rotation change section (inertia + ([phase) The change causes a change in rotational energy by 1% J5 and input/output, and brake B4 in particular has the role of absorbing the energy caused by rotational fluctuations during gear shifting, and absorbs a considerable amount of heat during gear shifting, causing the temperature to rise. This is cooled by lubricating oil or the like.

In other words, as shown in Fig. 1, the reaction force element before the gear shift is a one-way latch C, as shown in the gear 1 to gear (tooth row) of gear ΔT1.
In some cases, the reaction force of the one-way clutch decreases as the engaging element engages unilaterally during gear shifting, and the reaction force of the one-way clutch decreases to zero, and thereafter the engaging element engages without restricting rotation. Since the switching to the matching element can be performed smoothly, the speed change control can be performed relatively easily, and the speed change switch can be easily controlled. This is the knockout that is often used in current automatic transmissions using one-way ludges3, whereas as shown in Fig. 2
(1ψ1 middle row) (: month jt1
2.4.5.6 and 2, the switching to the frictional engagement element is always difficult. do.

Table 2 Taking 2-3 shift 1- as an example, as can be seen from Table 2, 2-3 shift 1~ is a switch from releasing brake B2 to engaging brake B1. The switching process at this time will be explained using FIG. 4.

[tO to t2]: The relationship between 1 to luke and rotational change in this section is the same as in FIG. 3. However, in this section, the required Φ is 1 to luke capacity in a3 in Figure 3:
TB4 changes depending on the torque of brake B4 from 1 to TB4, and this is received by one-way clutch [2], and one-way clutch F2 is set to a sufficient capacity, so it can be handled with a margin. I can do it.

In contrast, JJ! h is 1 to lukuT in Figure 3
What corresponds to F2 is the torque TB2 received by play 1 [32], which varies in accordance with the torque TB1 of the brake B1, which corresponds to the torque TB4 of the brake B4 in FIG. Therefore, the torque capacity of the brake B2 must always be J to ensure TB2, and the hydraulic pressure PB-2 must be ensured to have sufficient capacity.

2-3 Shift 1 ~ The valves are already in the 3rd speed state at to, and from that moment on, the hydraulic pressure in the hydraulic servo B-2 has started discharging, and the hydraulic pressure PB-2 has begun to decrease. . In this state, the brake B2 has a torque capacity of ff.
Secures a torque capacity exceeding 1TB2 (G is 1TB)
The rear CRI will slip and the automatic transmission will be in the N-R-1-RAL (N) state, causing problems such as engine-A-bar run. Therefore, in this section, the hydraulic pressure PB-2 should be
It is very V! This is an important issue. In this way, in this section, the ljl output of the oil pressure P8-2 is 〒1〒1, and the situation on the lifting platform is shown by the incoming line [.eta.' in Fig. 6]. - Instantaneous 2 - + - Because the engine overruns, output shaft 1 to torque T'0 suddenly decreases, and the 1p brake B1's oil pressure is 1bo B -, i's oil pressure PB -1 and -R, the output shaft torque To suddenly increases and a large shift shock occurs. Conversely, the J sea urchin hydraulic pressure P B -, 2 shown in Fig. 5
When the pressure drop of r is near, dj changes to [2] (after torque capacity bar 1TB2 becomes 1~0 torque, Kirelia CR1 should not rotate after [3] as shown in Fig. 5). However, since the brake B2 maintains a 1-lux capacity ■, the rotation is impaired and, on the contrary, it becomes a resistance, causing the torque capacity TB2 to be in a mibus state, and as a result, the output shaft torque To fluctuates greatly as shown in the figure. However, a large shift stain also occurs.In other words, when shifting, the oil pressure)') B-
It can be seen that it is very important to adjust the pressure i optimally, maintain the oil pressure P[3-2, and discharge it at the right time.

[Objective of the Invention] An object of the present invention is to provide a control device for an automatic transmission for a vehicle that can smoothly control gear shifting without using one-way claps. To provide a control device for an automatic transmission for a vehicle that can smoothly shift to a gear position.

[414th feature of the invention] The control device N for an automatic transmission for a vehicle of the present invention is configured to control the selective engagement of two frictional engagement cables each operated by a hydraulic servo.
A multi-stage gear transmission (a hydraulic power source, which is manually or automatically operated) is installed between the 8h pressure source and the hydraulic V-bore. Hydraulic control controls two oil passage switching valves, 1 and 11, and a plurality of solenoid valves that control the oil passage switching valves, and performs hydraulic oil supply 111 to the above-mentioned 6 oil) -1J-bo. A control device for an automatic transmission for a vehicle comprising a device m and an electronic control+device for controlling the solenoid valve I according to the vehicle running condition A'1, wherein the oil I]
] The control device uses a single hydraulic pressure valve that is pressurized to achieve each gear, and a twin-port throttle valve.
A3 J: Adjusting the release timing of the frictional engagement element consisting of one oil passage switching valve that switches communication with the unrestricted drain port 1~ and a solenoid valve tS3 that controls the one oil passage switching valve 4 Hydraulic servo pressure step-down adjustment mechanism or shift 1
- a timing mechanism;

[Effects of the Invention] The control device for an automatic transmission for a vehicle according to the present invention has an effect that is consistent with the configuration described in No. 112.

b) Since it is no longer necessary to provide a one-sided clutch for the multi-stage gear shifting I, the tooth width shifting with one large gear width is simple and the combination 1~
As a result, the occurrence of accidents will decrease.

The exhaust pressure of each oil IT: 1 NOVO that goes into full gear is controlled by the hlJ pressure regulator IM, which is composed of one solenoid valve S3 and one oil passage switching valve, so that the oil pressure The configuration of the control circuit is simple);

c) The electronically controlled VL, which is not 1'1', can be installed in the cylinder because it is only necessary to control one solenoid valve.

2) Due to this, the lining U device is compact and can be manufactured at low cost.

e) Rise the rise of the hydraulic pressure at each gear stage.
Since you can easily set the appropriate aperture size, the effect of reducing shift shock is great.

f) At each gear stage, after controlling the rise of the hydraulic pressure of the hydraulic servo, the pressure of the hydraulic servo is quickly discharged from the non-restricted drain port 1~, so the friction engagement device is released. This can actually prevent the drag of the
Heat generation is reduced by 19 times in both cases.

[Embodiment] Next, a control device for an automatic transmission for a vehicle according to the present invention will be explained based on an embodiment shown in FIG.

Automated transmission control for vehicles, headlight hydraulic control, 14 positions 1
00 and an electronic control unit 200.

The hydraulic control device 100 is a hydraulic power source that is operated by the engine of the vehicle, and is operated from the oil sump 104 to the oil pump.
A pump 102 that sucks up hydraulic oil through 101
, a hydraulic pressure 31η1 device, which usually consists of one or two pressure regulating valves, regulates the oil pressure of the oil pump 102 according to the vehicle running conditions, such as medium speed and carrot Q load, and generates a line in the oil path 1. At the same time, oil is supplied to the fluid coupling TC, and then I! Hydraulic adjustment device 1o3 that supplies lubricating oil to the 1st speed machine, and a second hydraulic circuit including solenoid valves 81 to S4 installed at a predetermined position in the hydraulic circuit and holding and discharging hydraulic pressure. Clutches C1 and C with the I7 friction engagement device C of the automatic transmission for vehicles shown in the figure.
2. Brake 81, B2, B3 oil ff1L-hoc
-1, C-2, R-1, B-2, and B-3. .

200 in front of the electronic control unit is medium speed range, throttle IW
I degree (i - Which vehicle condition is used as input for the hydraulic control II
Solenoid valves 81 to S4 provided in the device 100 are selectively turned on and off.

The oil L [transmission mechanism 110 is an oil passage switching valve that is connected to a pulled select lever via a link v M and is operated manually; How much pressure is required (>1, C-2, B-1, B-2, B-3
A speed selection valve (manual valve) 10, which is an oil passage switching valve for selectively communicating with and selecting a speed change range, and the speed selection valve 10 and each of the hydraulic servos C-1, C-2, F3-1
, B-2, 8-3 are provided between the first shift valve 1 to the valve 20 and the second shift valve 30, and the outlet of the electronic ff, 11 control device 200. automatic transmission 1:43o with solenoid valves S1 and B2 actuated to control said first and second shift valves 20 and 30;
o, the manual valve 10 and the first shift valves 1 to 20
A hydraulic servo stomach pressure adjustment mechanism 400 is provided between the hydraulic servos and the hydraulic servos to adjust the rise of the hydraulic pressure supplied to each hydraulic servo, and a frictional engagement element is provided to adjust the speed of exhaust pressure from each hydraulic servo. The release time (evening, timing) is A! ! Pressure drop adjustment mechanism (or shift 1 to timing machine 41'r)
> 500.

The manual valve 10 activates the susol 11 which is linked to the levers 1 to 1 placed on the driver's seat, and connects the input port 1i0A and 10B connected to the oil path 1, and the drain port I to 10C, J, and 10I. '), Advance oil 'JiI
Contact 2 and I Koara 1~Bo 1-10FJ MeJ, Bi 1
0F, connect to reverse oilway 3 1 notaara 1 to port 1-10
G Onibi 1011, OJ, and 14h outboard 10113 and 10L connected to oil line 4 where hydraulic pressure is supplied at the time of advance, position 14 from register 91 installed on Hireku 1 to lever. Reverse: R (reverse), neutral 2N to courtral), and forward 31! :: D (drive)
Oil line 1 where line-in pressure is generated according to each setting position of
, the oil passage 2 connected to the forward clutch C1, the reverse oil passage 3, (1-3) and the oil passage 4 in which oil pressure is constantly generated during driving are selectively connected.Table 3 shows the L reflex 1. ~Indicates the state in which oil passages 1 and 2 to 4 are connected at each setting position W7 of the lever.O indicates a state where oil passages 1 and 311! are connected and fin pressure is supplied; to indicate the depressurized condition.

Adjusting the back pressure of the hydraulic valve (the horizontal 400 is the output of the electronic control system 200, such as the shock controller 1 to the roll valve 41, which has an oil path switching valve and a spool valve at the same time): ON
, the solenoid pressure C84, which is turned off and controls the shock control valve 41, is applied to the spool 43 with the spring 42 set back, and the shock control valve 41 is Contacted in+1ζ−1
-40A1 Drainbow 1・4013, Vice Refice 44
The solenoid valve S is connected to the oil passage 1 via the solenoid valve S.
The solenoid pressure controlled by the solenoid valve S4 is input to the input ports 1 to 110C, which are connected to the oil path 4A and connected to the oil path 4A.
Feedback ports 1 to 40 are provided, in which the hydraulic pressure of the 71 boat 401) is fed back to the spool 43. The solenoid valve 84 is connected to the oil passage 1Δ which communicates with the oil passage 1 via the orifice 44;
Ω, as shown in Figure 8 according to the vehicle running conditions '1')
n,'-,9i111i'ikT5. , ] T <
3 > h D-JLtt'FLZ>, Z T, J, S, oil path 1△, LJΔ't-1: The solenoid pressure is sharp and smoothly converges to the oil line L1. The spool 43 is connected to the spring 42 in 11fj from one side.
Spring cart and solenoid pressure F) S (), etc. Ij
is displaced in response to feedback of the output oil pressure output to the oil path 4A, and the relationship between ports 40Δ and 40I3 is adjusted to generate a gradually changing oil pressure in the oil path 4Δ.

The first shift 1 to the valve 20 of the automatic transmission 6M30 (l) are equipped with a spool 22 with a spring 21 installed in front of it on one side (!fi
The spool light is transmitted through the orifice 23 to the oil passage 1.
20A to the input port 1 where the solenoid pressure controlled by the solenoid valve S1 is input.
1 Line pressure input port 20 connected to the oil passage 3 1 Invoice 1-200 connected to the oil passage 4A, drain port 20 [), each of which is an orifice A
Drain port 20E where OJ and σB were installed:
Inara 1 to Boat 20 contacted 20F1 oilway 4B.
01Inara 1~Boat 20H1 that contacted oil route 4C
Jru. The spool 22 of the valve 20 to this first shift 1 is in the direction (
The oil passage 1 (11h in the figure) receives the trenoid fi: l) S from the other side (right side in the figure), and the spring load of the spring 21 and the oil passage: (1 ))l
The rain I [1j) to be supplied is displaced by 'C'. 1), set the maniacal valve 10 to the I+ or N position.
Once the oil passage 3 is drained, the solenoid valve S1 is turned on.
Hydraulic pressure of oil passage 1B or solenoid valve $1 to +
) F IIE spool 22 (shown with the action of J spring 21) is set to a force of 1 to 20 [] and 20 r, respectively.

20G and 20F, 20C and 20H) are connected, and baud 1-20 [3 is on the leftmost land of the spool 22 in the diagram];
closed.

When the solenoid valve S1 is turned off, the oil pressure in the oil passage 1B is maintained at a high level (equivalent to the line pressure), so the spool 22 compresses the spring 21 and is set to the right in the figure. Nebo 1-200 and 20G, 201-
and 201 to 1 contact, and baud 1 to 201 is connected to spool 2.
It is closed by the right end land shown in FIG. Also, when the manual valve 10 is set to R-relaxation, the line pressure generated in the oil passage 3 and the spring load of the spring 21 cause the spool 2 to
2 is fixed to the left side in the figure regardless of whether the solenoid valve S1 is ON or OFF.

The solenoid valve fS1 is installed in the oil passage 1B connected to the oil passage 1 via the Δ refit 23, and is connected to the electronic control device 20.
Table 4 and Table 8 according to the vehicle running conditions ('l).
As shown in the figure <ON (illustration: ○), 0FF (illustration: ×)
be done.

2nd shift dob 1304. j, a spool valve having 14 ri of spools 32 with a spring 31 installed in front of one side, which communicates with the oil passage 1 via an A-refit 33 and also with the oil passage 1C in which the solenoid valve S2 is installed; Input port 1-3OA to which the solenoid pressure to be controlled is inputted to solenoid valve S2, inner port 1-30B connected to oil path 5 connected to hydraulic voltage regulator B-1, and oil path 4B. Inara 1 to boat 30G connected to Inara +-Ho, which connected to oil line 6 connecting to Hydraulic Libo B-2.
1-30D, in-out board connected to the oil passage 4C (OE, oil pressure valve B-3 connected to the oil passage 7) One control oil F "in-out port 1-30G connected to the supply oil path 1F, in-out port 1-3ON connected to the other control oil pressure supply oil path 1F of the Aki comb rake relay valve 60, drain port 1-3ON connected to the supply oil path 1F 301
．． 30J,'301<, 301-1 Connects to oil passage 3A via timing valve 50, which will be described later. The boats 1 to 300 that were received (to the oilway 11 which connected to the oilway 1 via the throttle 13) are right-redirected.

A solenoid pressure P S + is applied to the oil passage 1C connected from the spool 32 (J, one side (left side in the drawing) to the C oil passage 1 via the A refit 33 of the second shift valve 30.
: I, it is displaced by receiving the spring load m of the spring 31 from the other side. When solenoid pressure S2 turns ON, oil path 2
The oil pressure of 1C is JJI' from the valve port of solenoid valve S2.
Since i+1 indicates a low level, the spool 32 is set to the left in the figure by the action of the spring 31, and the boats 30B, 30J, 30C, 30D, 30M, etc.
ON, 30E to 30 [, 30G to 301 (, 30o and 3
0H is in communication, and the bow, 1-301-, is closed to the right end land of the spool 32 in the drawing. 1 Solenoid valve S
2 is turned OFF, the oil pressure in the oil passage 1C is maintained at a high level (equivalent to the line 1C), so the spool 32
is set at the right end in the diagram by compressing the respring 31 by the solenoid pressure applied to the left end land in the diagram, and the bow 1-30J is set at the right end in the diagram.
are closed at the left end land of the spool 32 in the illustration, and the boats 30B, 30C, 30M, 30E, and 3 are closed, respectively.
ON, 30F and 30, 30G etc. 300.3011 and 3
01- will contact you.

Solenoid valve? S2 is the electronic control IUt&200
As shown in Table 4 and FIG. 8, which will be described later, the signal is turned ON (illustration: O>, 0FF (illustration: ×).

As a result, the automatic transmission AT2 shown in FIG. A gear shift is performed. 1 Hydraulic pressure - Rivo's 11 ■ pressure; V1 adjustment 1 戊4115! □)0
0(, 1, the timing valve 50, which rotates the spool 52 with a spring 51 installed in front of it on one side), the electronic control device i, etc.
? j 20 (ON by l.

The solenoid valve that is turned off and controls the timing valve:)0
XH! It starts from 4600.

Timing valve r501; I, - is a spool valve that moves the spool with a spring 51 to the right, and nr
Input port 50△ connected to f oil passage 1D, said oil passage 3
In-out ports 1 to 50F3 contacted the oil path 7, Inno'tsu 1 to ports 1 = 50G, contacted the oil path 3△ and sent 1 coin out to 1-5 OD, ? Yu Wff 5
Cni31131J1. : Inara 1~Po 1501yo, 6Ff oil road 5 3! l! connected in-out port) −
50F, Drainbow 1~50Q, 1 with A refill C that can be dipped with the aperture, and Inbow 1~501-l on the right.
Ru. The spool 52 of the timing valve 50 has a light source 1. in the oil path 1D on the one hand. I received Rurutsurenoid 几(pu,(l!!
1] to the spring; is displaced by receiving the spring cart of 11. When the solenoid valve S3 is turned on, the oil pressure in the oil passage 1D becomes a low level due to the oil drained from the valve port of the solenoid valve S3. Therefore, by the action of the spring 51, it is set to the left in the figure, and the -50D and 5011, and the 50D and 50C1 ports are in communication with each other at -, and the ports 1-j) and 5 are connected to each other. When the solenoid valve S3 is OFF, the oil pressure in the oil passage 1D is maintained at a high level, so the spool 52 is set to the right end in the diagram by compressing the spring 51 by the solenoid pressure applied to the left end land in the diagram, and the boat 50B is moved to the right end in the diagram. )
, 50F To 501-l To contact you and say ``Boh!'' i0
``is contacted by any of the boats/is in a state of inactivity.

What is the accumulator relay mechanism 600? This is a solenoid valve for controlling the key combulator 54, the Akicomulator relay valve GO, and the Akicomulator relay valve 60. In this embodiment, it also serves as a control valve for the automatic transmission mechanism 300. It consists of a solenoid pressure valve s2 that generates a 1j pressure, and a solenoid valve S3 that generates a flill 1j pressure.

The Aki comb regulator relay valve 60 is connected in series with the first spool 61 and the first spool 61.
2, a spool valve provided with a spring 63 arranged between the first spool 61 and the second spool 62, and connected to the oil passage 1E 617 to apply control hydraulic pressure to the first spool 61 from the side shown in the figure. A human power port B60 [3] for applying control hydraulic pressure from the right side in the figure to the second spool 62 of the oil passage 1 [in contact with]
, the intermediate spring 63 between the first spool 61 and the second spool 62! ￥tDrainbow 1 installed in the J section.
60C1 connected to the oil line 5. In-out po 1 to 6
0r), connected to oil path 6 - G discharge to in-ara 1 to bow 1, in-ara 1 connected to oil path 7 - port 1-60r' = I
In-out bows 1 to 6 o connected to each other by l path 5Δ
There is an in-out port 601, which has been used for three years, on 6011.1 Yamaji 5B.

When the solenoid pressure S3 is turned off and a high level of solenoid pressure is being generated in the oil passage 1D, the Aki 1-mulator relay valve GO detects an odor (when the solenoid pressure S3 is turned off and a high level of solenoid pressure is generated in the oil passage 1D). 1D and oil passage 1F are in contact, and oil passage 1 is connected to drain ports 1 to 301.
:The second spool 61 and the second spool 62 are set on the left side of the diagram, and are used for boats 60F and 60G1 boats 1 to 601 and 6, respectively.
0F-do contacted and Bo 1-60D and 60I (
What is the right end land of the first spool 61 and the second spool 62?
Closed by the right end land. Yo I, = 2nd shift 1-
The oil passages 11) and 11: are connected through the valve 30, and the oil passages 1 and 11 are connected to the Train Pau River 30 [- and are under pressure. 3J: U 2nd Suzor G 1 GJ3 J: 'U 62LJ Set on the right side of the diagram, Bo 1 to GOG and 60O 1601 and 6 respectively
011) History ≦: fI, respectively, 1 to 60 "Do 60F: Left side of the first spool: Land, left side of the second spool 62: Land to J, closed 3, and solenoid When the valve S3 is turned on and the oil passage 1D is at a low level, the oil passage 1
/F, due to the action of the spring 62, the first spool 61 is set to the left in the figure, the second spool 62 is set to the right in the figure, and the bows 1 to 60E and 60G, (i(
] [ and 6(ll-() are in communication, and 60 [ ] and 60F are closed by the right end land of the box 1 spool 61 and the north end land of the second spool 62, respectively.

In the present invention, each component of the hydraulic control device iff+ is
It plays an important role.

b) Solenoid valves S1, B2 %) 1 JJ, second shift l-valve 20, J, and 30 are controlled to control each clamp and a brake oil
-1, C-2, B-1, 8-2, and B-3 to control the front 3H gear shift.

[1] The valve S3 is installed in the operation of shift 1 to timing valve C50, l, and drain port 1 to 5011. :A refill 0, 1st shift 1-1 of valve 20-Rainbow 1~20 []OJJ
Orifices Δ and B1 and G
J: ;4 refill (reference) I;(y drain port 1
・Compatibility with 1! , , the +Jl output timing of the hydraulic Livo 011 output oil that is exhausted during the time of Gino 1 to 3 is controlled. In this case, A Reno fs Δ, ] 3, c i:t each gear stage. During the Id adaptation trace 11i, the t1 method is set to a monologue corresponding to Yu-1.

c) Solenoid valve S4 31:1 In combination with control valve 41, supply pressure to the hydraulic servo of each clutch and brake to which IF oil is supplied during shifting: .

2>Agiemulator relay mechanism 600 Exhaust pressure is applied to Schiff l-fil;! ,) Hydraulic servo 1
5 [Hold the output UT's 1F power level for a certain period of time.

Next, the operation of the hydraulic control system IF 100 will be explained with reference to an operation table and FIG.

Table 4 In d3, × indicates solenoid valve 2 is OFF, O indicates solenoid valve ON, and △ indicates 1 state where solenoid valve ♀ is operating as a differential.

1) Manifold: t'Ile valve IQ /JX RRt, iko(
When set to Table 21C, the brake 132,
Claws, to engage Fe2, R state and I V
Ru.

N->R) Manually move the lever from Rake 1 to N-=R shift 1-to shift oil ITf: 4)'-Hydraulic pressure PF3-2 of Bo 8-2
, Mayu: 1 Al valve 10, Oil passage (, Timing valve 50
, the oil passage 3A, the first shift valve 20J3, and the oil passage G. At this point, the pressure in oil passage 3 is the first
Since -b is supplied to the boat 3013, the spool 22 is connected to the solenoid valve S1 by the line pressure and the spring load of the spring 21.
Despite this, it is fixed to the left in the illustration. To the hydraulic servo C-2, there is a manifold valve 10, an oil path 4, and a cylinder.
Turn valve 41, oil passage 4Δ, first shift valve 20, ? 111 path 4C1 to second shift 1 valve 30, oil path 8
I tried to supply the red 111, but this solenoid S4
By using the control system 911, the supply pressure released from the filter Fi14Δ (by the valve 41) is smoothly engaged with the clutch C2 with L+. N-=R can be reduced. After the engagement of clutch C2 is completed, solenoid valve S41 is turned OFF.
Line pressure can be maintained to 2.

N) Manicoal valve 101r'jN is set to 1a! Kotosa Step 1: Solenoid ↑31-. The S/l is all turned off, and the hydraulic servos C-1, C-2, Bl, B-2, [3-3 re-crap C1, C2 and brakes B1, B2, All B3s are in a released state.

N-1D Gino l-) When the reselect 1-lever is shifted to N・-)D in manual mode, Step 2: This 11,1 point e is shown in Figure 2.
1 The engagement state of elements in the transmission (hereinafter referred to as gears) is N.
(Courtral) remains. (Wr is N) (1) Since line pressure is directly supplied to the hydraulic servo C-1, after the piston of the hydraulic servo reaches 71~, the hydraulic pressure in the hydraulic servo C-1 immediately increases. increases.

(2) Hydraulic pressure is supplied to the oil L1-rebo B-3 via the shock control valve 40 that adjusts the pressure increase, the first shift valve 20, and the second shift valves 1 to 30. However, at this time, the solenoid valve S4 remains in the O position, so the line pressure is directly supplied, and the oil H servo B-3 piston can be stroked between the lines 11 and 11.

(Since the spool 32 of the second shift valve 30 moves to the left in the figure when the B3 solenoid valve S2 is ONL, the solenoid valve S3
The solenoid pressure generated in the oil passage 1r (same as the line pressure because the solenoid valve S3 is off) is switched from the oil passage 1 to the oil passage 1F. The aT 1 J) of the regulator relay valve GO moves to the L direction of the second stroke 61 and 62h (as shown), and at the same time supplies the hydraulic servo B-3, it also supplies (accumulates pressure) to the hydraulic servo B-3. will be started.

1]) Mani z Alb I'10/JM l) 4r'r flo
8 Step 3: The gear changes from N to D to 1st speed. The electronic control unit 200 changes the solenoid pressure S4 to fI.
-Tee control is started, and the resolenoid valves 3 and 4 are activated at a predetermined de]-tee ratio as shown in FIG. 1
Jlr8Fig.1°showt m < Wr UF 31 In
h< Key: N a ;11. .

Combine 1'33 with WJ and 1 system in the relay to complete the N→D shift 1~ with less syrup. .

[1S [hour] (at 1st speed when automatic gear shifting is set to J) Step 4: Clutch C1 and play 4 = 83 are engaged and 1st
Goes into gear state. , ist state, and the accumulation of pressure in the accumulator 54 has also been completed.

After N→D shift 1, line pressure is immediately applied to hydraulic servo C-1 via manicoal valve 10 and oil line 2 (Jj
be provided. Hydraulic pressure is supplied to the hydraulic servo j3-3 through an oil passage 4 and a shikotsukuni control valve 40. Since the oil passage passes through the oil passage 4A, the second shift 1 to valve 30, and the oil passage 7, when the N-ID shift 1 to Shift shock can be reduced.

Also, at this time, the pressure supplied to oil ff1)-bo B-3 is oil passage 7, clearance: l, muleta relay valve GO1 oil passage 5B.
The pressure is also supplied to the accumulator 54 via the pressure-accumulating state.

[1-=2 Shift 1 to Hour Costep 5: At this time, the gear remains in the first gear state.

(1) The solenoid valve S1 is set to Or:F, and the spool 62 of the first shift valves 1 to 20 is set to the right side in the figure, and enters the C second state.

(2) Pressure oil is supplied to the hydraulic servo B-2 because the solenoid valve 84 remains OFF, so line pressure is supplied and the screws]-
The line is [1-] between χG If, +i. When the loaf is completed, proceed to the next step 6.

(3) The line pressure supply to the oil pressure 1 novo B-3 is cut off, but the line pressure supply to the Agicom regulator 54
The film force of 1.133 is maintained at a torque of 1 to 1 to 1.

At 1J, the solenoid valve S1 goes from ON to 0FF, and the first shift 1 to valve 20 switches, the shock control 1 to roll valve 41J, the oil passage 4Δ, the first shift 1 to the second shift 1 to valve 20 switch. The hydraulic pressure that was being supplied to the Novo B-3 via hydraulic pressure 20 and 30 is transmitted to the first shifter 1 through the valve 20, the oil path 4B, and the second shifter 1 to valve 30. The oil pressure is supplied to the hydraulic pressure 1 and 2 through the oil path 6. At the same time, the hydraulic pressure in the hydraulic servo B-3 is discharged from the A-rifice A via the oil passage 7, the second sink 1 to the valve 30, the oil passage 4C, and the first shift 1 to the valve 20. Since the pressure accumulated in the accumulator 54 at the time of opening is released, the pressure is maintained by the combination with the A refit Δ.

As the oil I-[ to the hydraulic reel 13-2 increases, the reaction force of the τ brake B30 gradually decreases and approaches zero.

Step 6: When the gear is in the 1-2 shift 1-1-lux phase (1) The trenoid valve 3i starts the I duty cycle, and the pressure oil in the hydraulic servo 1B-2 is regulated and plays. :! Is the engagement of IB2 open? i Cover. As the torque of brake B2 increases, the reaction force of brake B3 decreases. At the time when the 1-lux of B1 and B3 becomes zero, the process moves to the next step 7 and is reversed.

(2) The oil pressure in the oil pressure 1 nervo 13-3 is still maintained, and the reaction force I of the brake B3 is greater than the torque ILJ
It is secured.

Step 7: When the gear shifts to 1-2, adjust the 4'11 phase. 1) Check that the reaction torque of play A' B 3 becomes zero, and then turn on the solenoid valve S3 to adjust the oil pressure to 11-. The pressure oil in the bolt r3-3 is discharged at once through the timing valve r40 and the manual valve 10 through the shuttle 11.

(2) li'iln:'+にDAY1-Imlノ41
Month no'4j [IO's first spool valve 61 and second spool valve 62 are divided into left ti and Akicomulator 54
and oil IT servo [hydraulic reel B to disconnect from 3-3
-The pressure oil in 3 will be released instantly.J,S,L
= Luk￥g昂 can be instantaneously reduced to zero.

(3) '1J1' shown in Figure 2 by (1) and (2)
@The ring gear R3 of the medium transmission is free to rotate.
This is the start of phase 1.

(4) 41ft') J--Ura h: in BoB-2 is in the middle of rising due to pressure regulation, and continues to engage while sliding the rotation of Kitria CR1 (P, gradually 2
The rotation will be reduced and eventually stopped.

(5) Correspondingly, the rotation of the ring gear R3 increases and is synchronized with the rotation at the second speed at the same time as the U-wheel A/rear CR1 stops.

(G) Therefore, the fluctuations in torque and rotation in this step 7 and step 6 () all depend on the brake B2, and the pressure adjustment of the oil pressure in the hydraulic reel [3-2] ′
, '1 Bamboo is found to be very important.

The shift shock is controlled by smoothly supplying the oil pressure PB-2 in the oil F1-libo U3-2.

<7> Front K [! In item (2), when the spools 61 and 62 of the CA 411\relay valve 60 are separated to the left and right, and the accumulator 54 hydraulic pressure l nervo B, -3 is cut off, the same O
! i, t, accumulator relay valve 604.1 hydraulic servo B-2 and al-J, lh l meter 54;
Pressure accumulation is started again in the pressure regulator 54.

Step 8: During the 2nd IF No. 1 and 2nd shift, the gear shift is about 8 times. It gives me some leeway.

1-2 shift 1- by automatic transmission is caused by oil burrs.
When the solenoid valve S3 is turned ON at the moment when the supply pressure to the brake B3-2 increases sufficiently and the reaction force to the brake B3 becomes zero, the spool 52 of the timing valve 50 moves and the hydraulic pressure increases. The oil pressure in 3 passes through oil path 7, timing valve 50, and oil path 3 to drain ports 1 to 10 of Manny 7 Al valve.
Since the oil is released into the air from
<The engine will gradually shift to the second speed rotation state. Turn the solenoid valve S3 ON'+L, set the timing, and set the timing (1). How to keep and output lll1lllX) Brake,
How to detect and feed back changes in torque of clutches, etc., 1-luke of parts that change, how to detect and feed back changes in rotation of parts that change the rotation of the engine, etc. /, h < M can be obtained. . After i, the above h! Pressure adjustment 1 geometry 400 [this j; oil ΣF servo B, -2 to smoothly adjust the pressure to achieve speed change 3, speed change completion 1
1 GJ solenoid S4 is turned off and line pressure is supplied to hydraulic servo B-2. This process is the fourth
This is the same as in the case of J2-3 shift 1 shown in the figure.

[2nd time co-step 9: In the 2nd speed state, the accumulator 54 has completed the storage IE.

[At 2-3 shift] Step 10: At this point, the gear in the Yamanaka transmission is in 2nd gear.
remains at high speed.

(1) Solenoid valve S2 is 0FFL, second shift valve 30
is in the third gear engagement state. .

(2) Since oil pressure is supplied to the hydraulic servo B-1 of the brake B1 with the solenoid valve S4 in the OFF state, line pressure is supplied, and the stroke time of the screw 1 can be shortened. Step 11 when the piston stroke is completed
Move to.

(3) Hydraulic pressure is supplied to the hydraulic servo B-2 through the second shift 1-
However, the hydraulic pressure in the hydraulic cylinder B-2 is maintained at a predetermined value by the Akicom rake 54 and the orifice C.

Shift 11: When the gear shifts from 2-3 to 1-1 to the lux phase (1), the solenoid valve S4 starts to operate and the brake B1 starts to engage'! 1. Play”
As the 1-lux of tF31 increases, the anti-curk of play 4.82 decreases. Move to step 12 at Breroux 1-821 to Luk zero.

(2) The hydraulic pressure in the hydraulic servos B and -2 is still maintained, and the torque greater than the counter torque to the play=l', B2 is maintained at Ir1t.

Step 12: The gear is 2-3 "1~Inertia phase sharpening (
1) Reaction force of brake B-2] My brother noticed that the torque became zero, and by turning solenoid valve S3 OFI, the oil pressure in hydraulic servo B-2 was suddenly reduced to ( ) [issued.

(2) At the same time 74: 2nd shift in the oil chamber at the left end in the illustration of the yumulator relay valve 6o to the solenoid valve S3 via the valve 30
, so that the first and second spool valves 761 and 62 are simply displaced to the right.

For this purpose, hydraulic “Revo B-2” and accumulator 5
4 lost contact.In conjunction with item (1), oil JEE IJ-
- The output of the hydraulic pressure PB-2 in the cylinder B-2 is instantaneous. Therefore, the 1 to 1 torque capacity of the brake B2 can be instantaneously reduced.

(3) In (1) and (2), J: Liqui V rear CRI starts rotating freely and inertia phase.

(4> Oil IT servo 13.-1 continues to regulate pressure,
Continue to engage while sliding the rotation and gradually reduce the rotation of Sl until finally f'i'
, +h.

(5) As kneading occurs, Kirelia CR1 increases its rotation and is synchronized with the rotation at the second speed at the same time as the gear S1 stops.

(6) Therefore, the 1 to luke and rotational fluctuations in this step and the next step 13 all depend on the brake 131.
It can be seen that the pressure regulating characteristic of is very TJ[. By smoothly supplying the hydraulic pressure circle [-2] in the hydraulic servo E3-1, the shift lever is shifted from control 1 to roll.

(7) In item (2), when the spool eiay, , +, σ62 of the mullet relay valve 60 moves to the right of J
Connect 74:1 Murator 54 and Aseko Murator! ]4
starts accumulating pressure again [11].

Step 13: When the gear shifts to 3rd gear, the shift is completed. Day 1 to ensure solenoid valve SIN has a margin.
- Tee operation is maintained.

[Completion of 3rd gear] Step 1111 3rd gear is completed, Akicom Lake 5
4 completes pressure accumulation.

[3-4 Shift 1~] Step 15: This 01 point (A remains in the third speed state).

(1) The solenoid valve S1 is ONL, and the first shift valve 20 is in the fourth speed state.

(2) Oil II is supplied to Clap C1 by solenoid valve $
4 remains OFF, it is possible to shorten the stroke completion time to supply line pressure. When the stroke is completed, the process moves to step 16.

(3) Hydraulic pressure is supplied to Bo B-i through the second shift 1.
However, the hydraulic pressure in the hydraulic servo B-1 is maintained at a predetermined level by the Akicomulator 54 and the orifice B.

Step 16: 3-4 Torque phase trimming (1) Solenoid valve S4 starts duty operation and clutch C2 starts engaging. As the torque of the clutch C2 increases, the torque of the brake B1 decreases.

Play=l:4311~Proceed to step "17" at Ruku 0.

(2) Hydraulic pressure 4The oil pressure in the NOVO 13-1 is still maintained, and the reaction force of the play 4-81, which is greater than 1-LUK, is secured.

Step 17: When the gear is in the 3-4 shift 1~Ichitake phase (1
) The child waits until the reaction force l-lux of the brake B1 becomes zero, and then turns on the solenoid valve S3? As a result, the hydraulic pressure PB-1 in the hydraulic servo B-, 1 is discharged via the first shifter 1 to the valve 20.

(2) At the same time, the solenoid pressure to the solenoid valve S3 to the no.7 accumulator relay valve 60 is cut off, so aT
The first spool 61 and the second spool 62 are divided into left and right sides. For this reason, the communication between the hydraulic pressure in the hydraulic servo 13-1 and the Akicomulator 54 is cut off.
The discharge of 3-i becomes zero when the brake 81 has a 1-lux capacity rai:)Ilti due to 3° and I rotation performed in the bright area.

(3) For (1) and (2), J, Lilinghi 7 S 1 is free to rotate and i! The start of the inertial phase is loud.

(4) The 02 pressure throttles the pressure regulation, engages the ring gear S1 while rotating (J gradually increases the rotation of Sl, and finally becomes one and reaches the 4th speed state).

(5) Therefore, the hydraulic pressure in this step and in the clamp C2 of the short tube 1G is very small for the shock conveyor roll.

Step 18: The gear shift is completed when the gear is in the fourth speed, and the solenoid pressure 84 has a margin, so that the de-J, -tee operation aj is maintained.

[4th gear Slap 19: 4th gear state is completed.

In either case, the process of supplying hydraulic oil to a predetermined hydraulic servo and pressure is the same, and the functions 11 are set as follows.

Solenoid 31+ - Smoothly controls (11) the supply pressure of the single thread clutch or brake during gear shifting for all shock controllers 1 to roll valves.

Accumulator 54 orifice ASB, C gearshift port 4,
Clutch released, maintains brake pressure at a constant level.

Solenoid 831 - Timing Valve 50 After completion of the 1~lux phase in the speed change (), a. 1 - comulator is rapidly spun to rapidly release Crudge play=1.

Note that in the embodiment described above, a spool valve is used as the oil passage 1i1J switching valve, but an oil passage switching valve other than a spool valve with a 4M configuration (not limited to the above embodiment) may be used. It is natural that the gear transmission should also be a gear transmission with a planetary tooth Bli transmission.

[Brief explanation of drawings]

Figure 1 is a skeletal diagram of a gear train of a conventional automatic transmission for a vehicle with four forward speeds and one reverse speed. It diagram of the gear train of the transmission,
Figure 3 is the conventional vehicle white! The J graph, FIGS. 4, 5, and 6 show changes in the rotational speed, transmission 1-lux, and oil pressure in the 4-bo during shift 1 to shift 1 in the control device of the J+ transmission, and FIG. 4, FIG. 5, and FIG. Control of automatic transmission for ill i! Fig. 7 is a hydraulic circuit diagram of the control device for the automatic transmission for a vehicle according to the present invention; Figure 8 shows shifts 1 to B in the control device for a vehicle automatic transmission to explain its operation. It is a graph showing changes in the rotational speed of i, transmission 1 herk, and oil pressure in the hydraulic servo. In the diagram 10...Manifold valve 20...1st shift 1
~ Valve 30... Valve to second shift 1 41... Shock controller 1 ~ [)-le valve 50... Timing valve t60...
Agi 1-Mule relay valve 100...Hydraulic control device for own IJJ transmission 200...Automatic gear shift (electronic control device) 110...Automatic gear shift (Iku (h1400...
Back pressure regulator 1i+7 500...Blood pressure regulation mechanism 60
0... Accu l\rater January no machine SL, B2
．． 83, B4...Solenoid valve Bl, B2,
B3... Brake C1, C2... Clap 13
-1, 8-2, B-3, C-1, C-2...Hydraulic servo agent Kenji Ishiguro Fig. 3 To htzt3t4 Fig. 4 Fig. 5 Fig. 6 To t1hτ3 ta Procedural amendment 1980 April 20th 1, Indication of the case Patent Application No. 245810 of 1982, Name of the invention Control device for automatic transmission for vehicles 3, Person making the amendment Relationship to the case Patent applicant address Fujii, Anjo City, Aichi Prefecture 10, Takane, Town Name: Masashi Nishimura, Representative of Aisin Warner Co., Ltd.

Claims (1)

[Scope of Claims] 1) A multi-stage gear transmission in which gears are changed by selective engagement of frictional engagement elements each operated by a hydraulic servo; a hydraulic power source; between the hydraulic power source and the hydraulic servo; provided l
ζMultiple hydraulic switching valves operated manually or automatically,
and a hydraulic control device that includes a plurality of solenoid valves that control the oil passage switching valves and supplies and discharges hydraulic oil to each of the hydraulic servos; and an electronic control device that controls the solenoid valves according to vehicle running conditions. In a control device for a vehicle automatic transmission, the hydraulic control device switches communication between a hydraulic servo, which is exhausted to achieve each gear, and a drain port with a throttle and a drain port without a throttle. One oil passage switching valve and a solenoid valve S3 that controls the one oil passage switching valve.
1. A control device for an automatic transmission for a vehicle, comprising: a hydraulic servo pressure step-down adjustment mechanism that adjusts the release timing of a frictional engagement element. 2) The control device for an automatic transmission for a vehicle according to claim 1, wherein the throttle has different dimensions corresponding to each hydraulic servo.