JPS61127958A - Controller for automatic speed changer - Google Patents

Abstract

PURPOSE:To shorten the ship time by arranging a variable orifice unit in liquid pressure supply circuit of gear switching element to be tightened upon kickdown thereby realizing a large orifice during kickdown. CONSTITUTION:A variable orifice unit 30 comprised of an orifice 24, a bypath 32, a sub-orifice 32 arranged in the bypath 32 and a solenoid valve 33 openable upon kickdown is provided in liquid pressure supply circuit 23 of low clutch 11. Since the orifice diameter can be enlarged upon kickdown to feed the liquid pressure smoothly to the low clutch 11, the low clutch 11 can be tightened quickly resulting in considerable shortening of slip time.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to a control device for an automatic transmission, and more particularly to an automatic transmission in which the transmission gears are switched via a plurality of hydraulically actuated gear switching elements. The present invention relates to a control device for a variable speed rock.

Conventional technology Generally used for self # 凰 11! Jf speed # is the number of clutches, band brakes, etc. If the gear Kirimata is equipped with
L9゜ moxibustion star teeth to be concluded and canceled as appropriate in the example! When the gear shift gears on the left side are changed, the gear changes. 72: For example, W4944 ``Automatic Transaxle'' published by Nissan Motor Company - Otai Shiki Co., Ltd. (published in February 1959) has a 19th sea bream f luck machine. This automatic transmission has four gear stages in self-excited operation + n + range, rear clutch, high clutch, and low clutch.

It compensates for gear switching such as band brake, low and reverse brake 2, and one-way clutch.

By the way, the first point that the invention is trying to solve is the development of such an automatic transmission.
For example, if a kickdown is performed while driving in D range 4th gear, the kickdown function is set to 3. When I downshifted at a bad speed, RB and both cars accelerated. That is, the D range 4th speed is when the plurality of gears are off (llI
! Among the elements, two are determined by engagement of the high clutch and band servo, and two are determined by engagement of the DV range 3rd speed high clutch and low clutch. Therefore, during the kickdown, the band servo at the fourth speed is released and the low clutch is engaged.

10,000, an orifice is provided in the hydraulic pressure supply circuit to each of the gear switching elements, and is shaped like this to reduce the impact when the gear switching elements are engaged. , nine For example, 44
As shown in the figure, an orifice 3 is provided in the hydraulic pressure ig supply path 2 of the low clutch 1 that is engaged during kickdown.
This orifice 3 creates passage resistance on the housing body, so that the low clutch 1 is slowly engaged.

Therefore, when internal pressure is supplied to the gear switching element by valving the orifice 3 in this way, if the gear switching element is slowly fastened to completely eliminate the shock, the fastened part will slip and wear out. Sanru. In particular, as mentioned above, during kickdown, a high torque is required even though the vehicle is running at high speed, which significantly accelerates the wear of the fastened parts due to slipping1, which significantly reduces durability. This made it extremely difficult to achieve both speed change shock and durability.

Therefore, the present invention increases the diameter of the orifice to smoothly supply hydraulic pressure to the gear switching element, especially during kickdown when wear is particularly severe.

It is an object of the present invention to provide a total control device Ic for an automatic transmission by reducing the amount of time required when the gear switching element is engaged.

Precautionary Means to Solve the Problems In order to achieve this objective, the present invention provides a system in which transmission gears are switched through a plurality of gear switching elements that are engaged and disengaged in response to hydraulic pressure. In a control device for an automatic transmission, a variable orifice fc1f in which a large or small orifice is switched is provided in the hydraulic pressure supply circuit of the gear switching element that is engaged during kickdown among the gear switching elements. With.

A kickdown signal is input to the variable orifice device, and the variable orifice device is set to the small orifice side in the partial range of the accelerator opening, and set to the large orifice side in the kickdown range.

The structure of the present invention has more than just the function: The function of the present invention is as follows:
When the gear switching element is connected, the nine orifices are set in the kickdown region and all valves are supplied with hydraulic pressure.The gear switching element is quickly engaged, and the slip time is significantly reduced. nru. - When the gear switching element is engaged in the partial region, the variable orifice device is set on the small orifice side, and the normal equilibrium shock mitigation effect is performed.

Example Embodiments of the present invention will be described in detail below with reference to the drawings.

That is, FIG. 1 shows a control device for an automatic transmission according to an embodiment of the present invention, in which 10 is a high clutch that is not engaged in 3rd and 4th gears, and 11 is a high clutch that is engaged in 4th gear and other than reverse gears. The high clutch 1G and the low clutch 11 constitute one of the gear switching elements.

The high clutch 10 has a 2-3 shift valve 12tj
Line pressure from manual pulp is supplied at rL. Since the governor pressure is low at 2nd speed or lower, the plunger 12 of the 2-3 shift knob (loop 12)
a is in a lower position (not shown), and the hydraulic pressure supply passage 13t-
10,000, 3 to make Ikuratsuchi 10 in a released state.
Above the plunger speed, the pressure increases.
The hydraulic pressure supply passage 13 is connected to the hydraulic pressure supply passage 13 as shown in FIG. 2a.
communicate.

Engage the high clutch 10. This and 1! ! , the passage 1
3 is provided with an orifice 14, n, when the clutch is engaged, the force 1! t-# sum! There are 5 ICs.

- 10,000, the low clutch 11 is 3-4 shift no.
The line pressure from the manual pulp is supplied via 0. The 3-4 shift valve 20 is operated by the governor pressure supplied to the lower part of the plunger 20a and the throttle pressure supplied to the upper part of the sub-grandger 22 provided above the granger 20a via a spring 21. It is designed to be When the governor pressure does not reach the predetermined pressure in 3rd gear or lower, the plunger 20a of the 3-4 shift valve 20 is in the upper position as shown on the left side of the center line in the figure, and the pressure is supplied to the low clutch 11. l
& The passage 23 is cut off, and the clutch 11 is released. - At 1.4 speed, the governor pressure is high and the plunger 20a is at the lower position as shown in A to the right of the center line, and the fluid is released. Pressure supply passage 23 is of course connected, low clutch ll't
Furthermore, the hydraulic pressure supply passage 23vc of the low clutch 11 is provided with an orifice 24', similar to the high clutch 10, to reduce the impact vi' when the clutch 11 is engaged. Furthermore, in the lick orifice 24,
-19P25 for removing the liquid pressure when the clutch 11 is released, and a 4-3 timing valve 26 that bypasses the orifice and directly supplies hydraulic pressure to the low clutch 11iC at low speeds.
and are arranged in parallel.

At 1ffa (1:4-3), a passage 27 is provided between the plunger 20a of the shift pulp 20 and the sub-grander 22, and this passage 27iCd provides kickdown pressure during kickdown. There is.

That is, the passage 27 is connected to the detent pulp 28. 0 detent pulp 28 is pushed into the L direction shown in the figure when the Sugur Z8a is pressed down on the accelerator pedal during kickdown.

The squirrel 28a directly pushes the throttle valve 29fZ) granger 29at- to make the throttle pressure controlled by the throttle valve 29 equal to the line pressure.

This line pressure is introduced into the detent pulp 28 through the passage 30i, and is supplied to the passage 27 as kickdown pressure. Then, the above 3-4
The shift valve zO is designed to respond to the kickdown pressure introduced between the granger 20a and the sub-granger 22, so that the plunger 20a is pressed downward. At times, the plunger 20a of the 3-4 shift valve 20 is moved from the upper position to the lower position, and the low clutch 11 is engaged.

Set to 3rd speed state.

In this embodiment, the hydraulic pressure supply passage 23 to the low clutch 11 is provided with a variable orifice device 30i that can be switched between a large and small orifice in response to a kickdown signal. That is, this ci[orifice device 30 includes the orifice 24, a bypass passage 31 that bypasses the orifice 24i, a sub-orifice 32 provided in the bypass passage 31, and an 'as on-off valve 33 provided in the bypass passage 31. It consists of n. The magnetic opening/closing valve 33 receives a drive signal from the controller 35 which is activated in response to the signal from the kickdown sensor 34, and in the partial range of normal operation where the accelerator angle is small, the N magnetic opening/closing valve Reference numeral 33 denotes the bypass passage 31t as shown in FIG. 2. In the kickdown region, the electromagnetic on-off valve 33 communicates with the bypass passage 31i as shown in FIG. 1. For the kickdown sensor 34, if a kickdown switch is provided, use this switch, otherwise, use a sensor that detects the throttle opening or accelerator pedal depression. L1 normal accelerator opening is 7/8 or more as t kickdown area, and 778 or less is considered as partial area.

With the above configuration: 1. In the automatic transmission control device of this embodiment, the 4th speed foot movement # in the automatic operation IDI range is as follows:
3-2 shift pulp 12 and 4-3 shift pulp 20
The plungers 1 2 a * 2 0 a are both in the upper position, the high clutch 10 is engaged (n), and the low clutch 11 is disengaged (n). It should be noted that a band servo (not shown) is also engaged at the -4th speed. Then, when the accelerator pedal is pressed down seven times to make trouble in the fourth gear, the detent pulp 28
-3 Kickdown pressure is supplied to the shift pulp 20, the plunger 20a moves downward, and the low clutch 11vc line pressure is supplied via the hydraulic pressure supply passage 23.

The low clutch 11 is engaged. - The line pressure of the hydraulic pressure supply passage 23 is also supplied to the release side of the band servo, and the band servo is released at the same time as the low clutch 11 is engaged. Then, the high clutch 10 and the low clutch 11 are engaged, and the gear is downshifted to 3rd gear.

By the way, in this embodiment, when the kickdown occurs, fLt
- The kickdown sensor 34 detects and the controller 35
0.0 to output a solenoid excitation signal to the magnetic on-off valve 33. The OT variable orifice device 30 is activated, and the [
The magnetic on-off valve 33 communicates with the bypass passage 31, and the line pressure of the hydraulic pressure supply passage 23 passes through the orifice 24 and the sub-orifice 32 and is applied to the low clutch 11 by 1 gi. At this time.

Orifice 24. The line pressure passage area increases in both sub-orifices 32, resulting in a large orifice state. Therefore, the line pressure supply T+@ to the low clutch 11 is quickly performed 1, and the slippage when the low clutch 11 is engaged is greatly reduced. In other words, by reducing the clutch slip 9 during kickdown in this way, the wear caused by the increased torque acting on the downshift can be significantly reduced.

Incidentally, outside the kickdown region of the variable orifice dog device 30fi, the solenoid demagnetization signal is input to the electromagnetic on-off valve 33, and the bypass passage 31 is turned on.

Therefore, in this state, only the orifice 24 is valved to supply low clutch IIK pressure, resulting in a small orifice state. For example, in the partial region where the gear is shifted from 2nd speed to 3rd speed, the temporary variable orifice 30 is in a small orifice state, and as in the past, hydraulic pressure is supplied to relieve the front s1r when the clutch is engaged. I'll be late.

FIG. 3 shows another embodiment, in which the variable orifice arrangement c'tt
It consists of a magnetic switching valve 50, and a small orifice 51. A large orifice 52t is formed on the other side. In this embodiment, in the partial region, the hydraulic pressure supply passage 23 is fully connected through the small orifice 51t to the sononoid extinguishing al polarity, and in the kickdown region, the sononoid excitation tiHt4M =? ) The large orifice 52 is valved to communicate with the hydraulic pressure supply passage 23.

Therefore, this embodiment can also perform the same functions as the previous embodiment.

DETAILED DESCRIPTION OF THE INVENTION In the automatic transmission of the present invention, the gear switching element that is engaged during kickdown is provided in the hydraulic pressure supply circuit to the nine-way variable orifice device: Hydraulic pressure is supplied through a small orifice in the partial region and a large orifice in the kickdown region.9th, when shifting in the partial region, the hydraulic pressure supply is delayed to soften the skin plate at the time of engagement. , When shifting in the kickdown 9M range, hydraulic pressure is supplied completely quickly and early tightening N is performed. Therefore, even with large torque during kickdown, the gear switching element is prevented from slipping for a long time, and the wear of the gear switching element is greatly suppressed, increasing its longevity. This has the advantage of being able to significantly improve performance.

[Brief explanation of the drawing]

Fig. 1 is a diagram illustrating an embodiment of the present invention - a diagram illustrating the main parts of a transmission control device; Figure 42 is a diagram illustrating the operating state of the control device shown in Fig. 1; Fig. 3 is a main part configuration diagram showing a first embodiment of the present invention, and Fig. 4 is a conventional automatic transmission control! ! FIG. 11...Low clutch (gear switching element), 23... Hydraulic pressure supply passage, 30... variable orifice dog device, 34...
...Kickdown Senna, 50...TA switching valve (temporary variable orifice) 6 2 other people Fig. 2 Fig. 3 Lai melon

Claims (1)

[Claims] (1) In a control device for an automatic transmission in which transmission gears are now switched through a plurality of gear switching elements that are engaged and released by hydraulic pressure, one of the gear switching elements that is engaged during kickdown. A variable orifice device that can switch between a large and small orifice is provided in the hydraulic pressure supply circuit of the gear switching element, and a kickdown signal is input to the variable orifice device to reduce the variable orifice device in the partial range of the accelerator opening. The automatic transmission is characterized in that it is set on the orifice side, and is set on the large orifice side in the kickdown region. Control device.