JPS61127956A - Controller for hydraulic speed changer in car - Google Patents

Abstract

PURPOSE:To achieve smooth speed change by arranging second oil discharge control valve openable upon droppage of throttle opening below predetermined level in parallel with first oil discharge control valve in oil discharge path. CONSTITUTION:Second oil discharge control valve 18 openable upon droppage of engine throttle opening below predetermined level is arranged in parallel with first oil discharge valve 17 in oil discharge path LD2. When down shifting under low throttle opening, second oil discharge control valve 18 is opened to lower the hydraulic pressure of hydraulic high speed engaging element prior to opening of first oil discharge control valve 17 due to pressure rise of hydraulic low speed engaging element, thereby unnecessary gearing during shift down under deceleration is reduced considerably resulting in smooth speed change during shift down under acceleration and deceleration.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a control device for a hydraulically actuated transmission used in automobiles and other vehicles. Hydraulic operation for a vehicle in which oil supply and drainage to and from a low-speed hydraulic engagement element and a high-speed hydraulic engagement element that establish a system are switched and controlled by a shift valve to selectively operate each hydraulic engagement element. The present invention relates to a control device for a transmission.

(Conventional Technique #) Conventionally, as a control device of this type, according to Japanese Patent Publication No. 56-43179, the hydraulic pressure of the low-speed hydraulic engagement element is applied to the open side to the oil drain path connected to the high-speed hydraulic engagement element via a shift valve. 1 high-speed hydraulic engagement element at the time of downshift to supply oil to the low-speed hydraulic engagement element and drain oil from the high-speed hydraulic engagement element via the oil drain path by interposing an oil drain control valve actuated by the The control valve causes a gradual change in the pressure drop characteristic of the hydraulic pressure according to the pressure increase of the low-speed hydraulic engagement element, and the co-engagement time of both hydraulic engagement elements is set appropriately, and the accelerator pedal is pressed as when accelerating. It is known that the engine is equipped with K to prevent excessive engine revving, which tends to occur when downshifting with the driver depressed.

(Problems to be solved by the invention) The above conventional device not only downshifts during acceleration, but also
Even when downshifting during deceleration by returning the accelerator pedal, the oil drain control valve causes both hydraulic engagement elements to engage together.

By the way, when the accelerator pedal is released, that is, when the throttle opening of the engine is low -〇, the engine does not rev up much even if there is no mutual engagement.In fact, when downshifting in such a state, it is better to eliminate the mutual engagement. This is an improvement over the conventional device, which allows the engine to rev up properly, reduces the rotational speed difference between the input side and the output side of the low-speed hydraulic engagement element, and ensures smooth engagement of the element. When downshifting in such a low throttle opening range, it is desirable to perform K so as not to cause mutual engagement.

It is an object of the present invention to provide a device that meets such needs.

(Means for Solving the Problems) In order to achieve the above object, the present invention provides a low-speed hydraulic engagement element and a high-speed hydraulic engagement element that respectively establish a low-speed transmission system and a high-speed transmission system provided in a transmission. The oil supply/drainage is selectively controlled by the shift valve to selectively operate each of the hydraulic engagement elements, and the oil drain path is connected to the high-speed hydraulic engagement element via the shift valve. In the device in which the hydraulic pressure of the low-speed hydraulic engagement element is applied to the 8-way side through a 1x1 drain oil control valve, the oil drain path is parallel to the 11E1 drain oil control valve (the throttle opening of the engine is below a predetermined value). The present invention is characterized in that a second oil drain control valve is interposed which is opened when the oil is present.

(Example) The present invention will be explained with reference to the illustrated embodiments.

In the fa1 diagram, (1) indicates a transmission that performs three forward speeds and one reverse speed, and the transmission (1) is connected to an input shaft (1& )
and the output shaft (1b) which is connected to the drive wheels (4) of the vehicle via the K differential gear (5), each transmission system (G1) (G2) (G3 ) and a reverse transmission system (GR), each forward transmission system (G1) (G2)
(G3), each hydraulic clutch (a 1) (02) (03) of the 1st to 3rd speeds, which is a hydraulic engagement element, intervenes.

In addition, the reverse transmission system (a R) is a two-linked transmission system (G2) and a
A quick hydraulic clutch (02) is shared, and both transmission systems (G 2 ) (G R) are selectively established via a selector gear (6) on the output shaft (1b).

In the drawing, (7) is a one-way clutch that intervenes in the first speed transmission system (G1), and operates to allow one rotation of the output shaft (1b) side. Each of the hydraulic clutches (01) (0
2) The oil supply and drainage of (O5) is controlled by, for example, the hydraulic circuit shown in FIG. '', l'-HJ for reverse, ``N'' for 2nd gear, ``D'' for automatic shifting, and ``2'' for holding 2nd gear. [911 convertible manual valve (9) , a shift valve αl that is switched and operated according to the vehicle speed and throttle opening, and a servo valve 0υ for forward/reverse switching that connects the selector gear (6) described above, and the rDJ position of the manual valve (9). Now, the hydraulic power source (8
) is connected to the second oil passage (L2) which is connected to the shift valve α1, and the second oil passage (Ll) is connected to the shift valve α1.
Oil is supplied and drained to each of the hydraulic clutches (02) and (03) for speed and third gear.

In addition, the 1st speed hydraulic clutch (al) has been separated from the 2nd oil path (L2)! 3 oil passage (L3), and when shifting from 1st to 2nd speed (described later), the 2nd speed hydraulic clutch (G2) is refueled (accompanied by the engagement force being gradually increased). The rotational speed of the output shaft (1b) is changed to the first speed transmission, 1 by the torque transmission via the 2nd speed transmission system (G2).
% (G1), torque transmission via the first speed transmission system (G1) is automatically stopped by the one-way clutch (7) described above, and smooth gear shifting is performed.

Therefore, the problem in shifting is the shift between 2nd and 3rd speeds in which oil supply is switched between the 2nd speed hydraulic clutch (02) and the 3rd speed hydraulic clutch (G3) using the shift valve α1.

The shift valve [alpha] is a first shift valve (10,) for a 1st-2nd speed transmission on the upstream side and a 2nd-speed - It consists of a second shift valve (10t) for 5-speed variable transmission, and the answer (10+) (101
A governor pressure corresponding to the vehicle speed from the governor valve (13) is applied to one end, that is, the right end of the controller, and a throttle king corresponding to the throttle opening from the first throttle valve (13) is applied to the left end,
As the vehicle speed increases, the governor pressure first moves the 1IE1 shift valve (10,) from the 1st gear position on the right side to the 2nd gear position on the left side, and the 2nd oil passage (L2) shifts to @4 oil passage (-4). ) to the fifth oil passage (j, 5) on the outflow side of the second shift valve (10t).
) at the rDJ position of the manual valve (9).
Pressure oil from the Ic hydraulic power source (8) is supplied to the 2nd speed hydraulic clutch (02) through the 6th oil path (1) connected to the oil path (r, 5), and the gear is shifted up from 1st to 2nd speed. When the vehicle speed further increases, the second shift valve (10,) moves from the second gear position on the right side to the fifth gear position on the left side, and the fourth oil passage (L4)
is switched and connected from the fifth oil passage (L5) to the seventh oil passage (-7) connected to the third-speed hydraulic clutch (05), and the fifth oil passage (L5)
5) is connected to the first oil drain path (LD,) to drain oil from the 2nd speed hydraulic clutch (02) and the 3rd speed oil king clutch (05).
), and the gear was shifted up from 2nd to 3rd gear.

Also, when decelerating, the second shift valve (10t) returns to the right 2nd gear position (as shown in the figure), and the fourth oil passage (Ii4) connects with the fifth oil passage (L5) and the fifth oil passage (L5) as described above. 7 oil passage (r, 7) is v
X2 oil drain path (rnt) VC off? ltUM continuation n, 3
Oil is drained from the speed hydraulic clutch (C5) and oil is supplied to the second speed hydraulic clutch (02), and the gear is shifted down from the third gear to the second gear.

In the drawing, I is a regulator valve that regulates the hydraulic pressure supplied from the hydraulic source (8) to a constant line pressure, and (15t) C15,) is each hydraulic clutch for 2nd and 3rd speed (a 2) (a 5) I
C shows a series of 2-speed and 5-speed accumulators, and each accumulator (151) ("t) K has a second throttle valve (a throttle valve corresponding to the throttle opening from ''s') that acts as back pressure. .

Here, the f$2 oil drain (LD2) IC connected to the 3rd speed hydraulic clutch (σS) via the shift valve 4 is connected to the throttle (le) and in parallel to the 2nd speed hydraulic clutch (C2). The oil pressure is applied to the opening side of the IE1 drain oil control valve aη, and in more detail, the control valve αη
is the 6th oil passage (L6) that goes to the 2nd speed low pressure clutch (C2)
It has a hydraulic chamber (17a) at the left end of one end connected to the
When the oil pressure of the hydraulic clutch (C2) rises to a predetermined value, the spring (17b) is pushed toward the right opening side in the drawing against the force of the spring K.

Although the above is not particularly different from the conventional device described above, in the illustrated embodiment, according to the features of the present invention, the second drain passage (I, D2) l/(the first drain oil control valve αn) In parallel, there is interposed a second oil drain control well α which is opened when the throttle opening of the engine is below a predetermined value. The second throttle valve (equipped with a hydraulic chamber (1ea) at one end or left end into which hydraulic pressure corresponding to the throttle opening from 15, 1 is input, and when the throttle opening is below a predetermined value, a spring (181)) However, as the throttle opening increases, the hydraulic pressure in the hydraulic chamber (18a) causes the spring (+
8b) It was made to be pushed toward the right closing side against K.

Incidentally, it is also possible to configure the second oil drain control well α hinoki using a second stroke valve (13a) as shown in FIG. The plunger (13a) is attached to the valve housing (+3b) of the torque valve (13,).
The second oil drain path (LD) is located within the movement range of the
2)) ([1 is formed, and in the low throttle opening range, the boat σ9 is opened and oil is drained through the valve housing (+5b), and as the throttle opening increases, When the plunger (13a) is pushed to the left in the drawing via the interlocking lever (15Q>?), the boat α9 is closed and oil drainage is stopped.

(Function) To explain the function of the present invention based on the above embodiment, when downshifting from 3rd gear to 2nd gear while the accelerator pedal is depressed, such as during acceleration, the second throttle valve α is closed. It is in the valve state, and the hydraulic pressure (hereinafter P) of the 5th speed hydraulic clutch (C3)
, the pressure reduction timing of the first drain oil control valve (referred to as 17
1, it is controlled according to the increase in the hydraulic pressure (hereinafter referred to as P) of the dual hydraulic clutch (02), and as with conventional clutches, appropriate co-engagement can be obtained without causing excessive engine revving. Smooth gear shifting is performed. Also, when shifting down with the accelerator pedal released as during deceleration, that is, with the engine throttle opening being set to a low opening, @2 oil drain control valve α mark is opened and P, The pressure is rapidly lowered without waiting for the pressure of PT to rise, and co-engagement is regulated, the engine revs up appropriately, and a smooth gear shift can be obtained in this case as well.

In addition, in the above embodiment, only the biasing force of the spring (17b) was used as the pressing force toward the closing side of the first oil drain control well αη, but
Throttle pressure and Ps are added as this pressing force, and the value of P, which causes the control valve ση to open, changes depending on the throttle opening and the pressure drop situation of P due to oil drained through the throttle (le). In this case as well, the above-mentioned effect by the second oil drain control valve tJgj can be obtained in the same way.

Further, if the control valve α7) is constructed so that a small amount of oil flows even in its closed position, the throttle (l[9) becomes unnecessary.

Furthermore, the present invention is of course applicable to a transmission using a hydraulic engagement element other than a hydraulic clutch, such as a hydraulic brake, such as a planetary gear type transmission.

(Effects of the Invention) As described above, according to the present invention, when downshifting in a low throttle opening range such as during deceleration, the second oil drain control valve is opened and the hydraulic pressure of the high-speed hydraulic engagement element is reduced. It is quickly lowered without waiting for the first oil drain control valve to open due to the pressure increase of the low-speed hydraulic engagement element, and there is no need for downshifting during deceleration in the above conventional device that does not have a second oil drain control valve. This has the effect that the shift-down is significantly reduced, and smooth gear changes are performed during downshifts both during acceleration and deceleration.

[Brief explanation of the drawing]

Fig. 1 is a line diagram of an example of a transmission to which the device of the present invention is applied, Fig. 2 is a hydraulic circuit diagram thereof, and Fig. 5 is a hydraulic circuit of another embodiment in which the configuration of the second oil drain control valve is changed. It is a diagram. (1)...Transmission (2)...Engine (
G2)...2-speed transmission system (low-speed transmission system) (G3)...
3-speed transmission system (high-speed transmission system) (02)...2-speed hydraulic clutch (low-speed hydraulic engagement element) (03)...5-speed hydraulic clutch (high-speed hydraulic engagement element) Ql...Shift valve ( L D 2)...Second oil drain path (drain path connected to high-speed hydraulic engagement element) (171...First oil drain control valve ■...Second oil drain control valve Patent applicant Honda Giken Kogyo Co., Ltd. Agent: Kin Kitamura -1
, -'・-1-, -2 2 people

Claims (1)

[Claims] A shift valve selectively controls oil supply and drainage to and from a low-speed hydraulic engagement element and a high-speed hydraulic engagement element that establish a low-speed transmission system and a high-speed transmission system provided in a transmission, respectively, to selectively control each hydraulic engagement element. and a first oil drain control valve that is operated to open the low speed hydraulic engagement element to the oil drain passage connected to the high speed hydraulic engagement element via the shift valve. In the oil drain passage, a second oil drain control valve that is opened when the throttle opening of the engine is below a predetermined value is interposed in parallel with the first oil drain control valve. Control device for hydraulically operated transmissions for vehicles.