JPS60211159A - Hydraulic control unit for automatic transmission - Google Patents

Abstract

PURPOSE:To make a wide variety of the control required in time of low throttle opening performable, by controlling a selector valve for its selecting operation with control pressure to be generated out of a control pressure generating valve in the case where a throttle valve in an suction passage is less than the specified opening. CONSTITUTION:Line pressure Pl is led into a port 339 of a second throttle valve 140 from an oil passage 176 at L, 2, 3, D ranges, while an axial position of a donw-shift plug 154 is controlled in relation to rotation of a throttle cam 150, and when a throttle valve in a suction passage is less than the specified opening, ports 338 and 339 are connected with each other, then the line pressure Pl is led into the port 338, and this line pressure Pl is led into a port of a relay valve as a lockup control valve. With this constitution, a wide variety of the control required in time of low throttle opening are performable.

Description

DETAILED DESCRIPTION OF THE INVENTION TECHNICAL FIELD The present invention relates to a hydraulic control device for an automatic transmission for an automobile.

Background Art In an automatic transmission, a lock-up clutch is provided in parallel to a fluid torque converter in the engine power transmission path, and the lock-up clutch is engaged at high vehicle speeds to prevent transmission loss due to the fluid torque converter. There is. However, when using engine braking to decelerate a vehicle from a high speed, it is preferable if the lock-up clutch is engaged without struggling at high speeds, as the collision during deceleration will increase. Therefore, it is desirable that the lock-up clutch be in a released state when the throttle valve in the intake Tm passage is at a low throttle opening close to full opening. Furthermore, in addition to lock-up clutch control, there are many hydraulic control devices that require special control when the throttle opening is low.

DISCLOSURE OF THE INVENTION An object of the present invention is to provide a hydraulic control system for an automatic transmission that is advantageous when special excavation is desired at low throttle openings.

Another object of the present invention is to provide a hydraulic control system for an automatic transmission that can maintain a lock-up clutch in eight released states during low throttle opening such as during engine braking.

The hydraulic control device for an automatic transmission according to the present invention includes a control pressure generation valve that generates control pressure when the throttle valve in the intake passage is below a predetermined opening degree, and a control pressure switching of the control pressure generation valve that controls hydraulic pressure switching. It is equipped with a switching valve.

In this way, a control pressure representing the low throttle opening is prepared, and the switching valve that requires special control at low throttle opening switches the hydraulic pressure according to the control pressure.
It becomes possible to carry out various desired controls when the throttle opening is low.

Further, the hydraulic control device for an automatic transmission according to the present invention includes a fluid torque converter provided in the transmission path of engine power of the automatic transmission, a lock-up clutch provided in parallel to the fluid torque converter, and an intake passage. A control pressure generation valve that generates control pressure when the throttle valve is below a predetermined opening degree, and a lockup control valve that holds the lockup clutch in a released state when control pressure is being sent from the control pressure generation valve. We are prepared.

The lock-up control valve maintains the lock-up clutch in a released state by receiving control pressure from the control pressure generating valve when the throttle opening is low.

As a result, during the deceleration period when engine braking is used, the difference between the torque on the drive wheel side and the torque on the engine side is
C and shock fH compensated by the torque converter can be sufficiently suppressed.

According to a preferred embodiment, the control pressure generating valve includes a spool that moves in the axial direction in relation to the opening of the throttle valve in the intake passage, and when the spool is at a position corresponding to a predetermined opening of the throttle valve or less. What we have is an output boat that is connected to an input boat and generates control pressure.

Example The invention will be explained in detail with reference to the embodiments shown in the drawings.

FIG. 1 shows the division of the entire hydraulic control circuit diagram.

In FIG. 2, an oil pump 10 is driven by an engine to pressurize and discharge oil sucked in through a strainer 12. The line pressure oil passage 14 is connected to the discharge side of the oil pump 10, and the IJ leaf valve 16 is connected to the line pressure oil passage 14.
The upper limit of the line pressure Pl is defined. The primary regulator B-lube 18 is connected to a boat 20 connected to the line pressure oil passage 14, a boat 24 connected to the suction side of the oil pump 10 via an oil passage 22, and -G2
It has a spool 26 that controls the connection between 0 and 24. A first throttle pressure Pthl, which is a first increasing function of the throttle opening of the intake passage, is supplied to the boat 28, and as the first throttle pressure pt (old) increases, the boat 20) 1-24 decreases, and the line pressure I)l becomes the first throttle pressure Ptl+1.
It becomes an increasing function of (The boat 30 has an R range) When the boat 30 is in the 2nd range, the line pressure Pl is supplied from the manual valve, and this determines the line pressure Pl in the boat 20 in the R, 2nd range. Oil road 32mma 1st oil passage 3
A boat 40, a spring 42, and a first throttle pressure are connected to a secondary regulator valve 36&a, the suction side of the oil pump 10 via an oil line 38, and a boat 40, a spring 42, and a first throttle pressure Pthl
It has a boat 44 supplied with
The oil pressure in the oil passage 32 is controlled by controlling the inflow and outflow iff of the oil to 0 in relation to the spring 42 and the first throttle pressure Pt. The oil passage 41 is connected to an oil cooler 43, and the relief valve 45 limits the upper limit of the oil pressure of the oil passage 41.

In FIG. 3, the manual valve 46 includes an input boat 48 connected to the oil line 4, an output port 50 connected to the input boat 48 in the R range, an output port 52 connected to the input boat 48 in the L range, Output port 54, L, 2 connected to input port 48 when in L, 2 range
．． 3 ranges 1 Samurai in capo; -48 connected to Kapo-1 to 56, and 2, 3. It has an output port 58 connected to the input port 48 when in the D range. 2
The range modulator valve 60 is connected to the input port 4 connected to the boat 54 via the oil line 62 and the oil line 6.
6, and generates a modulator pressure at the output port 8 that is suitably lower than the line pressure Pl.

In FIG. 4, the D-2 timing valve 70 is connected to the boat 58 through an orifice 72, and is connected to the boat 74 and oil line 66, which is supplied with line pressure 1) 77 during the forward travel range. It has an input port door 6 to which the modulator pressure of the modulator valve 60 is sent during range operation, an output port 80 connected to the oil line 78, and a boat 86 connected to the hydraulic cylinder of the clutch Co via an orifice 84. Microwave mustard or 2
Clutch c when shifted to range.

After the input port door 6 is in the engaged state, the input port door 6 is moved.

Urator pressure is directed to output port 80. , the oil passage 78 is connected to the 2-3 shift 1~valve described later, and the 2-3 shift valve is switched from the high speed side to the low speed side position 14 by the modulator pressure from the oil passage 78, and the clutch CO is a clutch that is engaged to ensure engine braking in 1st to 3rd gears, so if there is a shift range from D range to 2nd or 2nd gears, after engagement of clutch Co, the vehicle speed will change. 3rd gear is held until a suitable drop occurs, thereby preventing a direct shift from 4th gear to 2nd gear. The L range modulator valve 88 has an input boat 92 connected to the boat 52 via an oil line 9o, and an output port 9 connected to an oil line 94.
6, and generates a predetermined modulator pressure at the output port 96 when in the L range. The control valve 98 is a boat to which line pressure Pl is sent from the 2-3 shift 1-valve via the oil path 100 when the 2-3 shift valve is in the low speed side position! 02. When the 3-4 shift valve is in the low speed position, the line pressure Pl is sent from the 3-4 shift valve to the boat 10G via the oil line 04, and then to the manual valve 46 via the oil line 62. It has a boat 108 connected to boat 54 and an output port IIO connected to the hydraulic cylinder of clutch Co. When in the 3 range, the line pressure 1) is sent from the 3-4 shift valve to the boat 106, and when in the L and 2 ranges, the line pressure PA is sent from the manual valve 46 to the boat 108. ．． When in the L range, line pressure Pl of boat 106 or +08 is guided to converter 1-110, and engine brake clutch Co is engaged.

In FIG. 5, the first throttle valve 112 includes an input port 114 connected to the line pressure oil passage 14, an output port 118 connected to the oil passage 116 and generating the first throttle pressure Pt, and an input port h 114. The throttle pressure P t corresponding to the acting force of the spring 124 is controlled by controlling the flow path area of
A spool 120 that generates l+1, a throttle cam 122 that works in conjunction with a throttle valve in the intake passage, and a spool that is operated by the throttle cam 122 via a roller 123 and urges the spool 120 via a spring 124! I have 26 grapes. As the opening degree of the throttle valve in the intake passage increases, the flow cross-sectional area of the input boat 114 increases, so the first throttle pressure Ptb1 becomes an increasing function of the throttle opening degree. The cutback valve 128 connects the boat 130 to which the first throttle pressure pth1 is sent, and the boat I3 to which the governor pressure Pgo is sent via the oil passage 132.
4, and a boat 136 that generates a control pressure for the first throttle valve +12, the first throttle pressure Ptb
1 is appropriately limited relative to the governor pressure Pgo to prevent power loss of the oil pump 10. The second throttle valve 140 has an input port 142 connected to the line pressure oil passage 14 and a second throttle valve 142 connected to the oil passage 144.
- Output capole h 146 that generates a loop pressure Pth2, a spool 148 that controls the flow passage cross-sectional area of the input boat 142 and generates a scoop pressure P L b 2 corresponding to the acting force of the spring 152, and an intake port It has a throttle cam 150 that interlocks with the throttle valves 1 to 1 in the passage, and a downshift plug 154 that is operated by the throttle cam 150 via a roller 151 and urges the spool 148 via a spring 152.

As the opening degree of the throttle valve in the intake passage increases, the flow cross-sectional area of the input boat 142 increases, so the second throttle pressure Pth2 becomes an increasing function of the throttle opening degree. When the throttle valve in the intake passage is close to fully open, the downshift plug 154 also closes the boat 1 during kickdown.
60 to introduce line pressure Pl. The detent regulator valve 162 has an input port 1-166 connected to the boat 160 via an oil passage 164, and generates a predetermined detent pressure at an output port 170 connected to an oil passage 168. When the opening degree reaches 85% or more, the downshift plug 154 connects the oil passage 144 to the boat 160 and applies the second throttle pressure P t l to the boat 160.
+2 is derived.

In FIG. 6, the governor valve 174 is connected to the oil line 1 connected to the boat 58 of the manual valve 46 (the line pressure Pl is introduced to the boat 58 during forward travel range).
It has an input boat 180 to which line pressure Pl is sent from 76 through a strainer 178, and generates a governor pressure PgO related to vehicle speed in an output port 1-182 connected to an oil passage 132.

The 1-2 shift valve 184 is connected to a boat 186 to which the governor pressure Pgo is sent via the oil line 132, a boat 188 to which the second throttle pressure Pth2 is sent via the oil line 144, and an oil line 176. Irukapo-1-1
90, 194 to the output capo-1 connected to the oil line 192
, a spool 198 selectively connects an output port 194 to an input port 1-190 or a drain 196. Spool +981a, IB speed side position, that is, 1st speed position, input capo-h190 and output port +94
The output port 194 is connected to the drain 196, and the output port 194 is connected to the input port 190 at position 14 on the high speed side, that is, position t4 of second speed or higher. ■.

The range shift valve 200 is connected to an input boat 204 connected to an oil passage 94 via an orifice 202, and to a boat 50 of a manual valve 46 (line pressure Pj2 is introduced at R129) via an oil passage 206. input ports 1 to 208.1, an output port 210 connected to the hydraulic cylinder of the brake B2 that is engaged in the range mode and the 17 range mode, and the output port 21.
It has a spool 212 that connects 0 to either of the input ports h' 208, 210. As a result, input ports 204 and 208 in L range and R129, respectively.
The hydraulic pressure from the brake is guided to the brake B2 through the output port 210, and the brake B2 becomes engaged. I, in the range mode, the spool 212 moves toward the 1-2 shift normal valve 184, and the spool of the l-2 shift I-valve 184]9
0 is held at the low speed side position. The first speed of the forward range is achieved by engagement of a one-way clutch in parallel with brake B2.

The second speed holding valve 216 has an input port 218 connected to the oil line 192, a first output port 222 connected to the oil line 220, and a boat 22 connected to the oil line 78.
4. Boat 226 with shift + - no < lube 184 for L range
, 228, and in the 3.2 range, the line pressure PA
and spool 212 connects boat 226 to boats 1-228 in the 3.2 range.

) are connected to the oil line 230 through which the line pressure PA is introduced.
2 to an input boat 218 or 232. Spool 234G, D, at 3 range (that is, when boat 224 has no oil pressure l/1).

) is pressed by the spring 236 to the force of the bow h224, and when the I-2 shift valve 184 is in the high-speed position, the line pressure IV of the input port 218 changes to the output port 224.
2. In addition, the spool 234 moves toward the splash 236 due to the oil pressure of the boat 224 in the 2nd range,
Line pressure Pl at input port 218 is guided to output port 222. The oil passage 220 is connected to the 2-3 shift valve, which will be described later. In the 2-range mode, the 2-3 shift valve is held at the low speed side position and supplies the clutch Co and brake B1 line pressure Pl for the 2nd speed. Since the second speed holding valve 216 and the spool 212 are in the second speed range, the second speed is maintained regardless of the vehicle speed and the throttle opening.

In FIG. 7, the 2-3 shift valve 240 is
Input ports 1 to 242, oil passages connected to 0; Low speed output port 244, oil passage 246 connected to 00
The high-speed side output port 248 is connected to the boat 2, and the boat 2 is connected to the oil passage 246 via an orifice 250.
52, manual valve 46 via oil passage 206, bows 1 to 256 connected to oil passage 254, which is connected to clutch c2 to be engaged in third and fourth gears.
Boat 26 connected to baud 1-50 for R range of
A boat 262 is connected to the o1 oil passage 132 and receives the governor pressure Pgo, a boat 1-263 receives the second throttle pressure Ptb2 via the oil passage 144, and a boat 263 is connected to the oil passage 144 to receive the governor pressure Pgo. Modulator pressure in oil passage 78 at 2 range or detent pressure P in oil passage 168
d is sent to baud 1-266, spool 26 connecting input port 242 to output port 244 or 248.
8. Governor pressure Pg of boat 262 towards spool 268
The spool 269 is pressed by the spool 269, and the pressing part iJ'271 is pressed by the spring 270 toward the spool 268.
The hydraulic pressure of the oil passage 78 is transferred to the pressing part 4 and the spool 268 to T27+.
Boat 274 acting towards, and Fill J:
It has a boat 278 that applies hydraulic pressure from the oil passage 246 to the stepped portion 276 of the E member 271 to urge the pressing portion 271 in the opposite direction to the spring force of the spring 270.

When the second throttle pressure Pth2 is relatively greater than the governor pressure Pgo and the spool 268 is in the second speed position, the input port 242 is connected to the output port 244. As a result, the line pressure is sent to the hydraulic cylinder of the old second brake, and the brake Bl becomes engaged VCLQ. In this case, the boat 256 is connected to the boat h260, and the tll nozzle 206 is connected to the drain at the manual valve 46 in the D range, so the third and fourth gear clutches c2 are in the released state. Retained.

The governor pressure Pgo is the second throttle pressure P t l+ 2
, and when spool 268 is in the third gear position, input port 242 is connected to output port 248 and boat 252 is connected to boat 256. As a result, line pressure Pl is supplied to clutch C2 for third speed and fourth gear, and clutch C2 becomes an engaged portion. The supply speed of line pressure Pl to clutch c2 is
50. Also in this case, output port 24
4 is connected to the drain of the 2-3 timing valve for brake B1 via bow l-280 and oil passage 282, and brake B1 for second speed is in a released state.

In the R range, there is no governor pressure Pgo in the boat 262, so the boat 260 is connected to the boat 256. As a result, the line pressure PA of the oil passage 206 is increased to the boat 260.2.
56, line pressure is supplied to the R range clutch C2. The supply speed of the line pressure Pl to the clutch C2 when shifted to the R range is determined by the orifice 280 in front of the boat 260.

3-4 shift valve 286 maintains line pressure Pl in D range
The input boat 28 is connected to the oil line 176 where the
8. Low-speed side output port 2 connected to oil line 104
92, a high-speed side output port 296 connected to the oil passage 294, ports 1 to 298 connected to the oil passage 132 and receiving governor pressure Pgo, and a second output port connected to the oil passage 144.
Boat 3 receives throttle pressure P t l+2 of
00, oil lid from boat 56 of manual valve 46
Line pressure PI at 3 range via 302! There is a boat 304 to which the input boat 288 is sent, and a spool 306 that connects the input boat 288 to the output boat 292 or 296.

When the second throttle pressure Pth2 is relatively Q larger than the governor pressure Pgo and the spool 306 is in the low speed position, the input boat 288 is connected to the output boat 292 and the line pressure PA is and is led to the boat 106 of the control valve 98 mentioned above. governor pressure PgO is relatively large with respect to second throttle pressure Ptl+2;
When the spool 306 is in the related position, the input boat 288 is connected to the output boat 296, and the fourth combination brake BO is in eight engagement states.

In FIG. 8, an accumulator control valve 310 is connected to a boat 312 connected to an oil line 116 and receives @1 throttle pressure Pthl, and an input input that is connected to an oil line 14 and receives a line pressure Pl. Port 314, oil line 3
16, and a spool 32 that controls the flow cross-sectional area of the input boat 314 and the output boat 318 in relation to the second throttle pressure Ptb2.
What are you doing with 0? Brake Bo is connected to 3 through oil passage 204.
The accumulator 322 receives the line pressure Pl from the -4 shift valve 286, and has a boat 324 that receives the line pressure Pj7 from the oil passage 14, and controls the rise and fall of the hydraulic pressure of the brake Bo. The clutch c1 is connected to the oil passage 176, and the accumulator 326 is connected to the boat 32 to which line pressure Pl is sent from the oil passage 14.
8, and controls the rise and fall of the oil pressure of the clutch CI.

In FIG. 9, the clutch c2 is connected to the 2-
The accumulator 330 is connected to the boat 256 of the third shift valve 240, and controls the boat 332 to which control pressure is sent from the forward path 316, and controls the rise and fall of the oil pressure of the clutch C2.

The 2-3 timing valve 334 is connected to a boat 338 of the second throttle valve 140 via an oil passage 336 (a boat 339 is connected to the boat 338 in relation to the position of the plug 154).
The line pressure PA is derived. A boat 340 connected to °゛), a boat 342 connected to an oil line 254
, a boat 348 connected to the boat 280 of the 2-3 shift valve 240 via an oil line 282, a boat 350 connected to an oil line 316, a drain 352, and a boat connected to the drain via an orifice 354. h 35
6, and a spool 358 that controls the connection between the boat 348 and the drain 352. When shifting up from 2nd gear to 3rd gear, the bow h348 is
．． 2-; 3 shift valve 240 boat 280.244
It is connected to the old 2nd continuous brake via the 3rd
If the oil pressure of the speed clutch C2 is still low, the bow h34
8 and the drain 352 is broken, and the oil in the brake Bl is slowly discharged through the orifice 354. When the oil pressure of the clutch C2 becomes sufficiently high, the boat 348 is connected to the drain 352, and the oil in the brake B1 is quickly drained.

The 3-2 kickdown control valve 364 includes boats 368 and 370 connected to the boat 244 of the 2-3 shift valve 240 via a forward path 366, a boat 372 to which governor pressure Pgo is sent via an oil path 132, Boat 376 connected to old brake via oil line 374
, and boat 376 to boat l-368 or 37
It has a spool 378 connected to 0. During a normal downshift to 2nd gear, the boat 372 governor pressure Pgo
is low, so the line pressure PA of oil passage 366 is 1-36 baud.
8.376 to the old brake immediately. However, when shifting down to second gear due to kickdown, if the governor pressure Pgo of boat 372 is high, the old brake line pressure pH is sent via boats 370 and 376, that is, via orifice 380. , the engagement of brake B1 is delayed. As a result,
A direct downshift from 4th gear to 2nd gear is avoided, and the gear is shifted down from 1 to 2nd gear via 3rd gear.

The accumulator 386 has a boat 388 connected to the oil 1@316 and controls the rise and fall of the hydraulic pressure of the brake B1.

In FIG. 10, an automatic transmission fluid 1-to-lux converter 392 includes a pump impeller 394 connected to the engine crankshaft, a stator 396, and a turbine runner 398 connected to the input shaft of the gearing. have. Lock-up clutch 400 is provided in parallel to fluid torque converter 392.

A lock-up signal valve 406 is connected to a boat 408 which is supplied with governor pressure Pgo via an oil line 132, and an oil line 29.
4, the input capo h410 is connected to the high speed side output capo h'29'6 of the 3-4 shift valve 286 through the oil passage 104, and the low speed side output of the 3-4 shift valve 286 is connected to the low speed side output port of the 3-4 shift valve 286 through the oil passage 104. Bolt 412 connected to boat 292, boat 416 connected to oil line 414, and boat 4
It has a spool 418 that controls the connection between 1o and 416. When the 3-4 shift valve 286 is in the high speed side position and the governor pressure Pgo exceeds a predetermined value, the line pressure PI of the boat 41o is transferred to the boat 416! is guided.

The relay valve 422 is connected to a boat 424 connected to the oil line 414 and an input boat 42 connected to the oil line 32.
6. Second throttle valve +40 via oil passage 336
boat 428 connected to the boat 338 of the lock-up clutch 400;
A boat 436 connected to the open side of
36 has a spool 438 connected thereto. boat 4
24, the boat 426 is connected to the boat 432 and the lock-up clutch 400 is engaged.

Returning to FIG. 5, FIG. 9, and FIG. 10, the main parts of the embodiment will be explained.

2nd thrower valve] 40 boat 339 has
L, 2, 3. In the D range, line pressure Pl is guided through an oil passage 176. The downshift plug 154 has its axial position controlled in relation to the rotation of the throttle cam 150, and moves toward the spool 146 as the throttle opening of the intake passage increases. In this manner, when the throttle valve of the intake passage is at a low throttle opening in the range of, for example, 0 to 10%, the boat 338 is connected to the boat 339, and the line pressure 1) J of the bow h 339 is introduced to the boat 338.

The line pressure Pl of the boat 338 is led to the boat 428 of the relay valve 422 as a lock-up control valve via an oil line 336. This forces spool 438 toward boat 424 regardless of the pressure in boat 424 and connects boat 426 to boat 436 . As a result, the oil in the boat 426 flows in order through the boats 1-436, the oil passage 434, the release side of the lock-up clutch 400, the fluid torque converter 392, the oil passage 430, the boat 432, and the oil passage 41, and the lock-up clutch 4
00 is in the released state, and the torque of the engine power transmission path is transmitted via the fluid torque converter 392. Therefore, the torque difference between the engine side and the drive shaft side during the period when the engine brake is applied to decelerate the vehicle is compensated by the fluid torque converter 392, and the impact is suppressed.

Since the oil passage 336 is also connected to the boat 340 of the 2-3 timing valve 334, the spool 358 is held at the lower position in FIG. 9 when the throttle opening is low. As a result, the boat 348 is connected to the drain 352, so when the 2-3 shift valve 240 is switched from the low speed side to the high speed side, the oil of the brake B1 is transferred to the boat 244° 280, the oil passage 282, and the boat 348.
The water is discharged from the drain 352 through the brake Bl, and the brake Bl is immediately released. If the gear is shifted up from 2nd to 3rd gear with a low throttle opening, the engine's output torque is small, so the release of the second brake B1 may be delayed, which may increase the impact during gear shifting. However, by quickly discharging the oil from the brake 111 using the 2-3 timing valve 334, it is possible to prevent a delay in releasing the brake B1 and suppress the impact.

[Brief explanation of drawings]

FIG. 1 is a diagram showing divisions in the overall hydraulic control circuit diagram, and FIGS. 2 to 10 are partial diagrams corresponding to each division in FIG. 1. +40...Second throttle valve, 3341...2
-3 Timing valve, 392... Fluid torque converter, 400... Lock-up clutch, 422...
・Relay valve diagram 2

Claims (1)

[Scope of Claims] l A control pressure generation valve that generates control pressure when the throttle valve in the intake passage is below a predetermined opening degree, and a switching valve that controls oil pressure switching using the control pressure of the control pressure generation valve. A hydraulic control device for an automatic transmission, characterized by: 2. When the fluid torque converter installed in the transmission path of the engine power of the automatic transmission, the lock-up clutch installed in parallel to this fluid torque converter, and the throttle valve in the intake passage are below a predetermined opening degree. The automatic control system is characterized in that it is equipped with a control pressure generation valve that generates a control pressure, and a lockup control valve that holds the lockup clutch in a released state when the control pressure is sent from the control pressure generation valve. Transmission hydraulic control device. 3 The control pressure generation valve is connected to the input boat when the spool moves in the axial direction in relation to the opening of the throttle valve in the intake passage, and when the spool is in a position that does not correspond to the opening of the throttle valve below a predetermined opening. 3. The hydraulic control device according to claim 2, further comprising an output boat for generating control pressure.