JPS61167753A - Hydraulic control device for transmission for vehicle - Google Patents

Abstract

PURPOSE:To enable reduction of unevenness in actuation of a transmission timing valve, by a method wherein a rise range of an oil pressure exerted on the transmission timing valve during transmission of a transmission mechanism is set to a high value depending upon the torque volume of a frictional engaging device. CONSTITUTION:Through an oil passage a6A, an oil pressure, exerted on an inner peripheral oil chamber 9B of a hydraulic servo C-3, is fed to an upper end oil chamber 473 of a transmission timing valve 470, and thereby a spool 472 is set in an elevated position, and an exhaust pressure is promoted thereby to release brake. A rise range of an oil pressure exerted on the inner peripheral chamber 9B of the hydraulic servo C-3 is set in a manner that a pressure receiving area of an annular inner peripheral piston part 7B of an annular piston 7 is small. As a result, an influence exercised on the transmission torque volume of a clutch is decreased to a low value, a range of an oil pressure can be set to a high value, and actuation of the transmission timing valve 470 is prevented from being influenced by unevenness in an oil pressure.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a hydraulic control device for a vehicle transmission that is capable of selecting at least a high gear position and a low gear position.

[Prior Art] In a vehicle automatic transmission installed in a vehicle, the transmission mechanism has multiple components such as multi-disc clutches and multi-disc brakes for engaging its components with other components or the automatic transmission case. A friction engagement device, a hydraulic actuator which is a fluid pressure actuator for engaging and disengaging the friction engagement device, and a hydraulic servo that operates according to the set position of the manual lever, vehicle speed, engine load, etc. A hydraulic control device that selectively operates to configure a predetermined gear stage; 1. Of the multi-disc clutches and multi-disc brakes of this transmission mechanism, the multi-disc clutch and multi-disc brake are for achieving a large reduction ratio. For example, hydraulic servos for multi-disc clutches and multi-disc brakes that require a particularly high transmission torque capacity, such as brakes, are effective in combination with a cylinder and a piston that is slidably attached to this cylinder and has a large pressure receiving area for hydraulic oil. It is.

[Problems to be Solved by the Invention] This type of hydraulic servo for conventional automatic transmissions uses a multi-plate system that receives input torque with a small width through the volume of the oil chamber, which is the cylinder chamber, in order to increase the pressure-receiving area of the piston. It needs to be larger than the oil chamber volume of the hydraulic servo of the clutch and multi-disc brake. However, when the volume of the oil chamber increases, the time it takes for the oil chamber to fill with hydraulic oil after the hydraulic oil is supplied becomes longer, which delays the operation of the piston and delays the engagement of the multi-disc clutch and the multi-disc brake. Therefore, when shifting requires achieving a large reduction ratio or transmitting a large transmission torque capacity, the timing of shifting becomes poor.

In order to solve this problem, it is conceivable to increase the diameter of the hydraulic oil supply passage to the oil chamber to increase the flow rate of hydraulic oil supplied to the oil chamber. When there is no pressure regulating element), the oil pressure pa is 0.
1 to n2, a large amount of hydraulic oil is supplied to the oil chamber when hydraulic oil is supplied, and as shown in the graph of Figure 24, the transmitted torque capacity IT2 rapidly increases from ml to m2. Retention shock may occur due to changes in transmission torque capacity.

Furthermore, in a vehicle automatic transmission equipped with the above-mentioned transmission mechanism, if there is no mechanical means such as a one-way clutch to obtain the shift timing between high and low gears, the hydraulic control device [low-speed transmission system] A discharge passage connected to a low-speed clutch in a type in which a large high-speed clutch is switched and connected to an operating pressure fluid source and a discharge passage in accordance with the switching movement of a shift valve, through a low-speed clutch interposed in a high-speed transmission system. is normally opened via a throttle, but when the internal pressure of the high-speed clutch increases more than expected, it is opened directly without going through the throttle. Control device” (Special Publication No. 48-21369
A drain orifice is installed in the oil drain path of the hydraulic servo next to the low speed stage, and a shift timing valve is installed to adjust the speed of draining oil from the hydraulic servo that achieves the low speed stage by the input oil pressure of the hydraulic servo that achieves the high speed stage. By adjusting the diameter of the orifice and the land diameter of the shift timing valve, the speed of oil discharge from the hydraulic servo that achieves a low gear can be adjusted, and the timing of engagement and release of the friction engagement device during gear shifting can be adjusted. However, it is difficult to obtain the optimal timing. In other words, when shifting from a low gear to a high gear, as shown in FIG. The transmission torque capacity of the friction engagement device, tB4: The transmission torque capacity of the friction engagement device in the low speed stage), the hydraulic pressure of the hydraulic servo in the high speed stage is changed due to the sudden increase in the transmission torque capacity of the friction engagement device in the fast reactor. In order to avoid the occurrence of shock, the pressure is set to rise more gently than a relatively low pressure using an accumulator, etc., so it is easy to cause variations in the hydraulic pressure of the high-speed hydraulic servo that acts on the shift timing valve, and this causes the shift timing valve to operate. Variations are also likely to occur.

If the operation of the shift timing valve is delayed, the friction engagement in the low gear is released before the friction engagement device in the high gear starts engaging (Td) (the shift timing valve promotes exhaust pressure from the hydraulic servo in the low gear) ) starts, the friction engagement device of the high gear gear and the friction engagement device of the low gear gear engage, the output shaft is fixed, the vehicle is braked suddenly, the shift feeling deteriorates, and it is too early. , the frictional engagement device of the low speed gear is released (-r) before the engagement of the frictional engagement device of the high speed gear starts (-r (1)
The shift timing valve starts discharging pressure from the low gear hydraulic servo), and both the high gear friction engagement device and the low gear friction engagement device are disengaged, resulting in an increase in engine rotation. Engine overrun occurs when the throttle opening is large and the engine speed is high.

SUMMARY OF THE INVENTION An object of the present invention is to provide a hydraulic control device for a vehicle transmission that prevents shift shock and enables quick and smooth engagement of a frictional engagement device.

[Means for Solving the Problems] The hydraulic control device for a vehicle transmission of the present invention includes a hydraulic pressure source, a pressure regulating valve that adjusts the hydraulic pressure from the hydraulic source, and at least a high speed gear and a low speed gear that can be selected. a high-speed gear friction engagement device that is engaged by a high-speed gear hydraulic servo that sets the gear shift mechanism to a high-speed gear when the output hydraulic pressure of the pressure regulating valve is supplied; and the pressure regulator. In a hydraulic control device for a vehicle transmission, comprising: a low gear FJIa engagement device that is engaged by a low gear hydraulic servo to set the transmission mechanism to a low gear when the output hydraulic pressure of the valve is supplied; , the high-speed gear hydraulic servo includes a first cylinder chamber to which the output hydraulic pressure of the pressure regulating valve is supplied when the transmission mechanism is set to the high-speed gear, and an oil passage having the first cylinder chamber and an orifice. and a second cylinder chamber that communicates with the hydraulic servo via the low-speed stage hydraulic servo, and the low-speed stage side hydraulic servo oil drain path is provided with a second cylinder chamber that communicates with the low-speed stage side hydraulic servo oil drain path as the hydraulic pressure in the first cylinder chamber of the high-speed stage side hydraulic servo increases. The structure includes a shift timing valve that accelerates the exhaust pressure of the hydraulic servo.

[Operations and Effects of the Invention] With the above configuration, the hydraulic control device for a dual-purpose transmission of the present invention has the following operations and effects.

The pressure increase characteristics PA and PB of the hydraulic pressure of the first cylinder and the second cylinder and the changes in the transmission torque capacity T1 are as shown in Fig. 24. Since hydraulic oil is supplied, the torque capacity of the friction engagement device - 1 can be gradually increased when the transmission mechanism shifts, resulting in an ideal characteristic curve that allows friction engagement to occur during gear shifts of the transmission mechanism over a wide range of input torque. By matching the torque capacity of the device, it is possible to set a large increase in the hydraulic pressure that acts on the shift timing valve during gear shifting of the transmission mechanism, so it is possible to reduce variations in the operation of the shift timing valve, and the effect on the transmitted torque capacity is minimal. This reduces gear shift shock.

[Example] A hydraulic control device for a vehicle transmission according to the present invention will be described based on an example shown in the drawings.

The hydraulic control device A for a vehicle transmission of the present invention is applied to a vehicle four-wheel drive transmission in this embodiment, and the vehicle four-wheel drive transmission is a first transmission as shown in FIG. A 4-speed automatic transmission with overdrive 10, a 4-wheel drive transfer 40 which is a second transmission connected to the output shaft 32 of the 4-speed automatic transmission 10, and a 4-wheel drive transmission case 70 that houses these. Consisting of

The transmission case 10 includes a torque converter housing 71 forming a torque converter chamber 71a that houses a torque converter T, an overdrive mechanism chamber 12a that houses an overdrive mechanism OD, and an underdrive mechanism U.
transmission case 72 that forms an underdrive mechanism chamber 72b that houses the transmission mechanism UD1; an input arm chamber 73a that houses the electronically controlled vehicle speed sensor 77; and an extension case 73 that forms the transmission mechanism chamber 73b that houses the transmission mechanism UD1. Switching mechanism chamber 74 housing clutch C4
The front transmission mechanism case 74 forming a and the transmission mechanism 53
The transmission mechanism chamber 75a that houses the front transmission mechanism case 74
It consists of a rear transmission mechanism case 75 formed together with the rear transmission mechanism case 75, and an extension housing 76 that forms a rear chamber 76a that accommodates a speedometer drive gear 78 and also forms a rear cover of the four-wheel drive transmission case 70.

The four-wheel drive transfer 40 is a four-speed automatic transmission I! installed on the engine E as shown in FIG. 110, the first output shaft 42 is connected to the propeller shaft C for driving the rear wheels, and the second output shaft 52 is connected to the propeller shaft B for driving the front wheels.

The 4-speed automatic transmission Ia10 includes a hydraulic torque converter T,
It includes an overdrive mechanism OD and an underdrive mechanism UD with three forward stages and one reverse stage.

The torque converter T includes a pump 11 connected to the output shaft of the engine E, a turbine 13 connected to the output shaft 12 of the torque converter T, a stator 15 connected to a fixed part via a one-way clutch 14, and a direct coupling clutch. 1
The output shaft 12 of the torque converter serves as the input shaft of the overdrive mechanism OD.

The overdrive mechanism OD includes a multi-disc brake CO1, which is a frictional engagement device, a multi-disc brake BO, and a one-way latch F.
O, and by selective engagement of these frictional engagement devices, the component is fixed to a fixed member such as the transmission case 72, or connected to the input shaft, output shaft, or other component, or fixed or connected. consists of a planetary gear set PO that is released.

The planetary gear set PO includes a carrier 21 connected to the input shaft (12), a ring gear 22 connected to the output shaft 25 of the overdrive mechanism OD, and the input shaft (12).
2) is rotatably fitted onto the outside and fixed to the transmission case 72 via the brake Bo, and is connected to the carrier 21 via a clutch CO and a one-way latch FO parallel to the clutch CO.
3, and a planetary pinion 24 rotatably supported by the carrier 21 and meshed with the sun gear 23 and ring gear 22.

The output shaft 25 of the overdrive mechanism OD also serves as the input shaft of the underdrive mechanism tJD, which has three forward stages and one reverse stage.

The underdrive mechanism tJD includes multi-disc clutches C1 and C2, which are frictional engagement devices, a belt brake B1, multi-disc brakes B2 and B3, one-way clutches F1 and F2, a front planetary gear set P1, and a rear planetary gear. It consists of set P2.

The front planetary gear set P1 includes a ring gear 31 connected to the input shaft (25) via a clutch C1,
A carrier 33 connected to the output shaft 32 of the underdrive mechanism jJD and the input shaft (2
5) and is fixed to the transmission case 72 via a belt brake B1, a brake B2 parallel to the belt brake B1, and a one-way latch E1 connected in series with the brake B2; It is rotatably supported by a carrier 33 and consists of a planetary pinion 35 meshed with a sun gear 34 and a ring gear 31.

The rear planetary gear set P2 is integrated with the sun gear shaft 401 together with the carrier 36 fixed to the transmission case 72 via the one-way clutch F2 arranged in parallel with the play 183 and the brake B3, and the sun gear 34 of the front planetary gear set P1. It consists of a ring gear 37 which is formed in the same manner as shown in FIG.

An oil pan 30 is provided at the bottom of the 4-speed automatic transmission 10.
A main hydraulic control device 100 housed in the engine selectively engages or disengages each clutch and brake, which are frictional engagement devices, according to the throttle opening of the engine E, the vehicle speed, and vehicle running conditions. There are four automatic forward gears including drive (0/D) and one reverse gear that is only manual gear shifting.

The transfer 40 includes a clutch C3 which is a frictional engagement device.
, a brake B4, a clutch C4 which is a two-wheel/four-wheel switching mechanism, and an output shaft 32 of a planetary gear set P1, P2 as an input shaft, and a first output shaft of a transfer 40 arranged in series with the input shaft (32). 42, a planetary gear set P3 disposed between the input shaft (32) and the first output shaft 42, a four-wheel drive sleeve 51 rotatably fitted onto the first output shaft 42, and the input shaft Consisting of a second output shaft 52 arranged parallel to (32) and taken in the opposite direction to the first output shaft 42, the sleeve 51, the second output shaft 52, and other components. It has a transmission mechanism 53.

The planetary gear set P3 includes a sun gear 44 spline-fitted to the end of the input shaft (32), a planetary binion 45 that meshes with the sun gear 44, a ring gear 46 that meshes with the planetary binion 45, and a planetary gear 46 that meshes with the planetary binion 45. A carrier 4 rotatably holds the binion 45 and is connected to the tip of the first output shaft 42 of the transfer 40.
Consists of 7. Brake B4 is a multi-plate friction brake for engaging ring gear 46 with extension case 13, and is operated by hydraulic servo B-4, which is hydraulic control device A for a vehicle transmission according to the present invention. Clutch C3 is a 4-speed automatic transmission with planetary gear set P3! It is arranged on the 10 side and connects and disconnects the sun gear 44 and carrier 47, and is operated by the hydraulic servo C-3, which is the hydraulic interlock WIA of the heavy-duty transmission of the present invention.

These planetary gear set P3, brake B4, and clutch C3 constitute a transmission mechanism tJD1.

The hydraulic servo 3-4 is formed on the intermediate support wall 49 as shown in FIG. 3, and includes an annular outer cylinder part 28 and an annular inner cylinder part provided coaxially on the inner side of the annular outer cylinder part 2A. 2B and whose inner periphery serves as a center support 63 for the first output shaft 42, an annular outer piston portion 3A that is slidable within the annular outer cylinder portion 2A, and an annular inner cylinder portion 2B. An annular piston 3 having an annular inner circumferential piston part 3B that is slidable freely, and an intermediate cylinder part 3C provided at a connecting part between the annular outer circumferential piston part 3A and the annular inner circumferential piston part 3B; The return biasing means 4, the outer oil chamber 5A, which is an outer cylinder chamber surrounded by the annular outer cylinder part 2^ and the annular outer piston part 3A, and the inner annular cylinder part 2B and the annular inner piston part 3B. It consists of an inner circumferential oil chamber 5B which is an inner circumferential cylinder chamber.

The annular cylinder 2 is disposed between the brake B4 and the clutch C4 as shown in FIGS. 3 to 6, and has a bush 64.
^ is press-fitted between the first output shaft 42 and rotatably supports the first output shaft 42, and a ring groove 631.63 is formed on the outer periphery.
2 and a center support 63 forming an oil passage 633 for supplying hydraulic oil to the hydraulic servo C-4 of the clutch C4;
It extends radially outward from the center support 63, forms a cylindrical boss portion 65, and has a clutch C4 inside.
An annular plate 2d forming an oil passage 651 for supplying hydraulic oil to the hydraulic servo C-4 of the brake B4 and an oil passage 652 for supplying hydraulic oil to the hydraulic servo 3-4 of the brake B4, and an outer periphery of the annular plate 2d. and the extension case 73
It has a cylindrical fitting part 66 which is fitted and fixed to the inner circumferential wall 73^ of.

Further, as shown in FIGS. 4 to 6, the annular outer circumferential cylinder portion 2A of the annular cylinder 2 includes an outer circumferential cylinder portion 2a, a check ball 2b (third
It consists of an outer peripheral part 212 of an annular plate 2d in which an air suction hole 2C is formed, an intermediate cylinder part 2C protruding from the annular plate 2d to the left in the figure, and an annular inner cylinder part 2B has an annular piston. 3, the inner peripheral part 3D of the intermediate cylinder part 3C (Fig. 10), the intermediate cylinder part 2e, the inner peripheral part 213 of the annular plate 2d, the inner peripheral cylinder part 2
Consists of r.

As shown in FIG. 7 to FIG.
The outer periphery 3a is connected by a radial portion 3b to an intermediate cylindrical portion 3C that is in sliding contact with the outer periphery of the intermediate cylindrical portion 2C of the annular cylinder 2, and the annular inner periphery piston portion 3B has an inner periphery 3C that is in sliding contact with the outer circumferential surface of the inner cylindrical portion 2f of the annular cylinder 2, and the inner periphery 3C is connected to the intermediate cylindrical portion 3C by a cross-section R-shaped portion 3d.

As shown in FIGS. 3 to 6, the return biasing means 4 includes an annular plate-shaped spring retainer 4A secured to the tip end 3e of the outer periphery 3a of the annular piston 3, and a combination of the spring retainer 4^ and the extension case 73. It consists of a return spring 4B interposed between inner peripheral walls 73A.

Further, the annular plate 2d of the annular cylinder 2 has an internal/internal oil chamber communication oil passage 5 that connects the outer oil chamber 5^ and the inner oil chamber 5B when the brake roller 4 is released, and quickly discharges the oil pressure in the outer oil chamber 5A. The inner and outer oil chamber communication oil passages 5 are provided in the annular inner circumferential cylinder portion 2.
An axial hole 5a with an opening 511 opened to the inner oil chamber 5B at an intermediate position between B and 5A is installed in the axial hole A, and is closed when hydraulic oil is supplied when the player B4 is engaged. A plug 5b with a check ball 5f, a hole 5C1 having a smaller diameter than the axial hole 5a, and the hole 5C communicates with the outer oil chamber, and an opening 512 consists of a diagonal hole 5 (I).

Hydraulic oil is supplied to the outer oil chamber 5A and the inner oil chamber 5B through an oil passage 652 that supplies hydraulic oil through the armhole 5 and an orifice 5h that has a smaller diameter than the armhole 5g. , First, the inner oil chamber 5B is filled with hydraulic oil, and then,
This is done via the internal and external oil chamber communication oil passages 5.

As shown in FIG. 3, the hydraulic servo C-13 is attached to a center support 63 of an input shaft (32) formed on a front support wall 62 whose inner periphery is screwed to an extension case 73 with bolts 61, and a bush 64B and a thrust. An annular cylinder rotatably supported via an l-bearing 65^ and having an annular outer cylinder part 6^ and an annular inner cylinder part 6B coaxially provided inside the annular outer cylinder part 6A. 6, an annular outer circumferential piston portion 78 which is slidable inwardly into the annular outer circumferential cylinder portion 6, and an annular inner circumferential piston portion 7B which is slidable into the annular inner circumferential cylinder portion 6B.
, and an annular outer circumference piston part Yu and an annular inner circumference piston part I
an annular piston 7 having an intermediate cylindrical portion 7C provided at a connecting portion of B; a return biasing means 8 for the annular piston 7;
The outer oil chamber 98 is an outer cylinder chamber surrounded by the annular outer cylinder part 6^ and the annular outer piston part 7A, and the inner oil chamber is an outer cylinder chamber surrounded by the annular inner cylinder part 6B and the annular inner piston part 7B. It consists of a surrounding oil chamber 9B.

As shown in FIG. 11, the annular cylinder 6 has a parking gear 59 attached to a connecting member 6C fixed to an outer circumferential cylindrical portion 6a formed with an inner spline 613 that fits with the carrier cover 471 of the carrier 47 and the clutch C3. When the shift lever of the four-speed automatic transmission 10 is selected to the parking position, the pawl 59a (FIG. 1) engages with the parking gear 59 to fix the first output shaft 42.

As shown in FIG. 11, the annular outer circumferential cylinder portion 6A of the annular cylinders includes an outer circumferential tube portion 6a, an annular plate 6b extending by bending one end of the outer circumferential tube portion 6a inward, and an annular plate 6b. and an adapter cylinder IOA press-fitted into a predetermined position of the inner cylinder part 6d, and the annular inner cylinder part 6B includes the inner peripheral surface 7D of the intermediate cylinder part 7C of the annular piston 7, the adapter cylinder IOA, the annular plate 6b, It consists of an inner circumferential cylindrical portion 6d in which an oil passage 611 and a ring groove 612 are formed to supply hydraulic oil to the inner circumferential oil chamber 9B of the hydraulic servo C-3 of the clutch C3.

As shown in FIG. 12 to FIG.
The outer periphery 7a is in sliding contact with the inner periphery of the annular cylinder 6 and has an O-ring 711 and a hole 712 opening rightward in the drawing.
The annular inner peripheral piston part 7B is connected to the intermediate cylinder part IC in sliding contact with the outer peripheral surface of the annular cylinder 6 by the radius white part 7b.
The O-ring groove 7 is in sliding contact with the outer circumferential surface of the inner circumferential cylindrical portion 6d.
13, and the inner periphery 7C has an intermediate cylindrical portion 7.
C and a radial portion 7e having a protruding portion 7d, and an orifice attachment 714 and a check ball 71.
Oil passage 717 to which check valve 716 consisting of 5 is attached
is formed.

As shown in FIG. 3, the return biasing means 8 includes an annular plate-shaped spring retainer 1-A1 that is engaged with the tip end 614 of the inner circumferential cylindrical portion 6d of the annular cylinder 6, and the annular piston 7. It consists of a return spring 8B interposed between the protruding part 7d of the radial white part 7e and the surface.

Also, the adapter cylinder IOA is shown in Figures 11 and 17.
As shown in FIG. 20, an inner and outer oil chamber communication oil passage 9 is provided that connects the outer oil chamber 9A and the inner oil chamber 9B, and one of the inner and outer oil chamber communication oil passages 9 is located between the adapter cylinder IOA. An axial hole 9a with an opening 911 opening into the inner oil chamber 9B, a check ball 9b provided in the axial tooth hole 9a, and a radial throttle (with a diameter smaller than that of the axial hole 9a).
Orifice) 9c, the radial hole 9d with an opening 912 that communicates with the outer oil chamber 9^ from the aperture 9C, and the other consists of an axial hole 9f, a radial aperture (orinois) with a smaller diameter than the axial hole 9f. Consisting of 9g. Hydraulic oil is supplied to the outer oil chamber 9^ through the inner and outer oil chamber communication oil passages 9 after the inner oil chamber 9B is first filled with hydraulic oil. In addition, an O-ring groove 913 is provided on the outer circumference 9e of the adapter cylinder IOA.
is formed.

Clutch C4 is a first output shaft 42 connected to a carrier 47.
and the sleeve 51 connected to one sprocket 56 of the transmission mechanism 53 for driving the second output shaft 52 of the transfer 40. Hydraulic servo C-4 is a friction clutch and is composed of an annular cylinder 58 rotatably supported by the front transmission mechanism case 74 and an annular piston 58P mounted within the annular cylinder 58.
activated by

The transmission mechanism 53 includes a first sprocket 56 that is a first rotating member that is spline-fitted to the sleeve 51, a second sprocket 55 that is a second rotating member that is integrally formed with the second output shaft 52, and these sprockets 55. It consists of a chain 57 which is a transmission member stretched between .56 and 56.

During normal driving, the line pressure supplied to the hydraulic control device of the automatic transmission is supplied to the hydraulic servo C-3 to engage the clutch C3, and the initial pressure is applied to the hydraulic servos B-4 and C=4 to apply the brake B4 and the clutch. Release C4. As a result, the sun gear 44 and the gear rear 47 of the planetary gear set P3 are connected, and the power is transmitted from the input shaft (32) to the first output shaft 42 at a reduction ratio of 1, thereby obtaining two-wheel partial driving with only the rear wheels. . At this time, the power from the input shaft (32) is transmitted from the carrier 47 to the first output shaft 42 via the clutch C3 without passing through the sun gear 44, planetary pinion 45, or ring gear 46, so the teeth of each gear No load is placed on the surface, increasing gear life. When four-wheel drive driving is required during this two-wheel drive, the shift lever of the transfer 40, which is a speed selection means installed in the driver's seat, etc., is manually shifted, and the hydraulic servo C of the transfer control system @400 is activated.
-4 is gradually supplied to smoothly engage the clutch C4, the first output shaft 42 and the sleeve 51 are connected, and the transmission mechanism 53, the second output shaft 52 and the front wheel drive shaft B are connected. (shown in Figure 2), power is also transmitted to the front wheels, and the power is transmitted from the input shaft (32) to the first output shaft 42 and the second output shaft 52 at a reduction ratio of 1, and the 4-wheel drive directly coupled driving state ( high-speed four-wheel drive).

When the shift lever is manually shifted when an increase in output torque is required, such as when driving on a steep slope, the hydraulic pressure to the hydraulic servo operates the switching valve between high-speed 4-wheel drive and low-speed 4-wheel drive. Line pressure is gradually supplied to hydraulic servo 3-4 (hydraulic servo C-
3 is discharged, the brake B4 is gradually engaged, and the clutch C3 is smoothly released. As a result, the sun gear 44 and the carrier 47 are released, and the ring gear 46 is fixed, and the power is transmitted from the input shaft (32) through the sun gear 44, the planetary pinion 45, and the carrier 4γ to the first output shaft 42 and the second output shaft. The torque is transmitted to the output shaft 52, and a four-wheel drive variable speed driving state (low-speed four-wheel drive state) with large torque is obtained.

A shift lever of the main transmission installed in the driver's seat for driving the manual valve 210 of the main hydraulic control device 100, which will be described later.
(not shown) are P (parking), R (reverse),
N (neutral), D (drive), S (second >,
It has a main shift position MSP for each range of L (D-), and the setting range of this main shift position MSP and the gear stage 4th speed (4), 3rd speed (3), 2nd speed (2), Table 1 shows the operational relationship between the first speed (1) and the clutch and brake.

Table 1 The main hydraulic control device 100 of the 4-speed automatic transmission 10 is the 21st
As shown in the figure, an oil strainer 101, a hydraulic pump 102 which is a line oil pressure generation source, a cooler viber, and a valve 1.
15, pressure relief valve 116, release clutch control valve 117, release brake control valve 118, lock-up relay valve 120, pressure adjustment valve (
regulator valve) 130, second pressure adjustment valve 150, cutback valve 160, [1 pull-up control valve 170, first accumulator control valve 180, second accumulator control valve 190, throttle valve 200, manual valve 210.1-2 shift valve 220.2-3 shift valve 23
0.3-4 shift valve 240, intermediate coast modulator valve 245 that adjusts the hydraulic pressure supplied to the brake B1, low coast modulator valve 250 that adjusts the hydraulic pressure supplied to the hydraulic servo 13-3, clutch CO
an accumulator 260 that smoothly engages the brake BO, an accumulator 270 that smoothly engages the brake BO, an accumulator 280 that smoothly engages the clutch C2, an accumulator 290 that smoothly engages the brake 82, Clutch C01C1,C
2 hydraulic servos C-0, C-1, C-2 and brake BO1B1, B2, B3 hydraulic servos B-0, B-1,
Flow control wells with check valves 301, 303, 304, 305 that control the flow of pressure oil supplied to B-2 and B-3
．． 306.307.308.309, Shuttle valve 30
2. A first solenoid valve that is opened and closed by the output of the electronic control device (I computer) and controls the 2-3 shift valve 230.
1.1-2 shift valve 220 and 3-4 shift valve 24
0, the lock-up relay valve 120 and the lock-up control valve 17.
ST1, ST2, ST3, and ST4 are oil strainers provided between each oil passage. , Ll, 12
indicates a lubricating oil path, and O/C indicates an oil cooler.

Hydraulic oil pumped up from a hydraulic source by a hydraulic pump 102 via an oil strainer 101 is supplied to a pressure regulating valve 130.
The oil pressure is adjusted to a predetermined oil pressure (inlet pressure) and supplied to the line oil pressure output oil passage (hereinafter abbreviated as oil passage) 1. Pressure regulating valve 1
30 is controlled by the pressure (throttle pressure) according to the engine torque request (number n) generated by the throttle valve 200, and outputs the pressure (line pressure) according to the torque request signal.

The shift lever (not shown) of the transfer 40 installed in the driver's seat for driving the transfer manifold 1 valve 410 is used for H2 (2-wheel drive direct connection), H4 (4-wheel drive direct connection), and L4 (4-wheel drive deceleration). Table 2 shows the operational relationship between the setting range of the sub-shift position SSP, the engagement and release of brake B4, clutches C3 and C4, and the running conditions of both Φ.

Table 2 In Tables 1 and 2, O in Sl, $2, and S4 indicates conduction, and × in Sl, S2, S3, and S4 indicates non-conduction.

◎ becomes a lock-up state by energizing S3. Once S4 is de-energized, α maintains the directly connected running state even if S4 is energized. .

Once S4 is energized, β maintains the decelerated running state even if S4 is de-energized. E indicates that the corresponding clutch or brake is engaged, and × indicates that the corresponding clutch or brake is engaged.
indicates that the clutch and brake are disengaged. ((,) indicates that the corresponding one-way clutch is engaged in the engine drive state, but this engagement is not necessarily necessary because power transmission is guaranteed by a clutch or brake built in parallel. L indicates that the corresponding one-way clutch is engaged only in the engine drive state and is not engaged in the engine brake state. [ indicates that the corresponding one-way clutch is free. show.

A transfer control wJ device 400, which is an auxiliary hydraulic control device provided at the lower part of the four-wheel drive transfer 40 and housed in an oil pan 79, connects the line hydraulic pressure to the transfer control device 400 to the oil path of the main hydraulic control device @100. As shown in FIG. 22, line pressure oil is supplied from oil passage a1 through eyebrow valve 210 and oil passage a6 is transferred to oil passage a7 and oil passage a8 by a shift lever provided at the driver's seat.
A transfer manual valve 410, a relay valve 420, and C3 and 84, which supply gear to the vehicle and are gear selection means.
An inhibitor valve 4401 that switches the engagement of the brake gear B4, an accumulator 490 that smoothes the engagement of the brake gear B4, and an oil passage a.
an orifice control valve 4 that communicates with 1 through an oil passage 1A and smoothly engages the brake B4;
95, provided in the oil drain path a9 of the hydraulic servo 3-4 of the brake B4, and the timing (1 o'clock) of the exhaust pressure of the hydraulic servo B-4 and the clutch C when shifting from 1-4 to H4 or L4 to H2.
A shift timing mechanism 450 that relates the timing of the supply of hydraulic servo C-3 to hydraulic servo C-3 of clutch C3, and a shift timing mechanism 450 that is provided to alleviate the rise in line hydraulic pressure in oil passage 86A that supplies oil to hydraulic servo C-3 of clutch C3. Shock mitigation mechanism 500
, brake B4, clutch C4 hydraulic servo 3-4, C
-4, Flow control valve 511, 512 with Bueck valve to control the flow rate of supplied line TI oil, oil strainer S
T5, ST6, the fourth solenoid valve S4, which is opened and closed at the output of the electronic control unit 600. It connects the oil return oil path 0/R to the 4-speed automatic transmission 10 and the hydraulic cylinders of the clutch and brake between each valve. It consists of an oil road. The shift timing mechanism 450 includes a drain orifice 451 provided in the oil passage a9 and a shift timing valve 470.

The shift timing valve 470 has a spool 472 with a spring 471 placed on its back in the lower part of the figure, and the transfer 40 is
Alternatively, when changing to the H4 running state, line pressure acts on the upper end oil chamber 473 via the oil path a6A, the spool 472 is set downward in the figure against the spring 471, and the intermediate oil chamber 47
5, the oil drain passage a9 and the drain port 474 are communicated with each other to promote exhaust pressure of the hydraulic turbo B-4. When the manual valve 410 of the transfer 40 is at 1.4, the line pressure is exhausted from the upper end oil chamber 473, and the spring 471
The spool 472 is set upward in the drawing.

The shock mitigation mechanism 500 includes a third accumulator control valve 460 and an accumulator 480 that smoothly engages the clutch C3.

The third accumulator control valve 460 has a spool 462 with a spring 461 on its back in the upper part of the figure.
62, when the transfer 40 is shifted to the H2 or H4 running state, the spring load from the spring 491 is applied from above, the oil passage a6B, the intermediate oil chamber 463, and the oil passage a6D orifice 5.
13 and is displaced in response to feedback of the output oil pressure applied to the lower end oil chamber 464, the line pressure supplied from the oil passage a6B is regulated, and the output oil pressure is outputted to the oil passage a6D as the output oil pressure to the boat 481 of the accumulator 480. The hydraulic pressure is supplied to the accumulator chamber 482 to accumulate the pressure 11fl in the accumulator 480, and the output oil pressure from the accumulator chamber 482 is fed back to the upper end land 465 via the oil path a6E. This third accumulator control valve 460 controls the diameter of the orifice 452 of the oil passage a6A to the accumulator 480 by controlling the hydraulic servo C-,
Since the orifice 459 to the accumulator 480 can be provided separately, the operating time of the accumulator 480 can be set relatively freely.

When the accumulator 490 is changed from the H2 or H4 running state to the 14 running state, the hydraulic pressure supplied to 8-4 from the oil passage a6C is applied to the accumulator chamber 493, thereby smoothly engaging the brake B4. At the same time, the line pressure supplied from the oil passage a6 is supplied from the back pressure boat 492 to the back pressure chamber, and the accumulator 49
Since zero back pressure control is being performed, the rise of the engagement oil pressure of B4 is controlled in accordance with the throttle opening degree.

When shifting from low gear L4 to high gear, as shown in the graph of Fig. 25, Clutch C3 hydraulic servo oil pressure (inner circumference oil, PB4, brake B4 hydraulic servo oil pressure, T
e3: Transmission torque of hydraulic servo of clutch C3,
Ta2 Brake B4 hydraulic servo transmission torque capacity W
k), hydraulic pressure of brake B4 hydraulic servo B-4 (PB4
) is equal to the line pressure, that is, in the low gear L4 state, the driver moves the shift lever of the transfer 40 to 1.4
(to point), the oil passage a6 and the oil passage a7 communicate with each other, and the spool 421 and plunger 422 of the relay valve 420 are connected to the lower end oil chamber 423.If the shift is permitted, the fourth solenoid valve S4 is in communication with the oil passage a6 and oil passage a7. Since it is in a non-energized state, solenoid pressure enters, so that it is set upward in the figure, and oil passage a7 and oil passage a7A communicate with each other, line pressure enters the lower end oil chamber 441 of the inhibitor valve 440, and the plunger 442 and spool 443 are not shown in the figure. It is set upward (ta point). At this time, the oil passage a6C and the exhaust pressure oil passage a9 communicate with each other through the inhibitor valve 440, and the oil pressure of the hydraulic servo B-4 is gradually exhausted through the drain orifice 451, and the oil passage a6 and the oil The third accumulator control valve 4 communicates with the passage a6B.
The line pressure is supplied to the intermediate oil chamber 463 of No. 60, and the output oil pressure of the third accumulator control valve 460 is output to the accumulator 480, and the accumulator 480 starts operating (point tb). At this time, the oil pressure acting on the inner peripheral oil chamber 9B of the hydraulic servo C-3 in the oil passage a6A (Fig. 25,
P9B) is supplied to the upper end oil chamber 473 of the shift timing valve 470, so the inner peripheral oil chamber 9B of the hydraulic servo C-3
As the oil pressure increases, the spool 472 is set upward in the drawing, communicating the drain port 474 via the drain path a9 and the intermediate oil chamber 475, promoting the drain pressure and releasing the brake 84 (point tc). While the oil pressure acting on the inner oil chamber 9B of the hydraulic servo C-3 is rising, the pressure receiving area of the annular inner piston portion 7B of the annular piston 7 is small, so the effect on the transmission torque capacity of the clutch C3 is slight. It can be set sufficiently large so that the operation of the shift timing valve is not affected by variations in oil pressure. (ta point) and (td
Since the hydraulic pressure of the brake B4 and the accumulator 490 is drained through the drain orifice 451, the reaction force element (spring, back pressure) of the accumulator is
As a result, high pressure can be maintained for a long time, sufficient torque capacity can be obtained, and fluctuations in transmitted torque capacity can be suppressed. Transmission torque capacity!
(TB4) descends at (tC point) and then returns to (td point). In this way, since the timing of the release of brake B4 and the engagement of clutch C3 (td point) are aligned,
Also, since the fluctuation in the transmission torque capacity is small, the shifting feeling is improved. <te point), the accumulator 480
operation is completed, and the oil pressure (PO2) of the hydraulic servo C-3 becomes the same pressure as the line pressure.

Table 3 shows the state of communication between oil passage 1 and oil passages a2 to a(3) at the shift position of the shift lever of the main transmission.

The manual valve 210 is connected to a shift lever installed in the driver's seat, and manually operates the shift lever to switch between P (parking), R (reverse), neutral (N), D (drive), and S according to the range of the shift lever. (second), shi (
(low) position. Table 3 shows the communication state between oil passage a1 and oil passages a2 to a6 in the shift range of each shift lever.

O indicates the case where line pressure is supplied through communication, and X
represents the case where the pressure is exhausted.

Table 3 Table 4 shows oil passage a6 and oil passage a at the shift position of the auxiliary transmission.
7, shows the communication state with a8.

Table 4 In Tables 3 and 4, O indicates the case where line pressure is supplied through communication, and X indicates the case where the line pressure is exhausted.
.

Hydraulic control device 100 and transfer control device 400
The electronic control unit 600 that controls the energization of the solenoid valves 81-34 includes a main transmission shift lever position sensor 6 that detects the position of the setting range of the main transmission, as shown in FIG.
10. A transfer shift lever position sensor 620 that detects the position of the setting range of the sub-transmission, a vehicle speed sensor 630 that converts a signal detected from the output shaft rotational speed of the sub-transmission into vehicle speed, and a throttle opening that detects the amount of accelerator. sensor 6
40, a rotational speed detection sensor 650 as a rotational speed detection means for detecting the rotational speed of the output shaft 32 of the 4-speed automatic transmission which is the input shaft of the transfer 40, and an input boat from these as well as an input port to the solenoid valves 31-34. It consists of an I10 boat 660 which is an output boat, a central processing unit CPU, a random access memory RAM which performs shift point processing, and a read only memory ROM which stores shift pattern data at shift points, lockup points, etc.

[Brief explanation of drawings]

Fig. 1 is a sectional view of a four-wheel drive transmission for a vehicle, Fig. 2 is a schematic diagram of a four-wheel drive vehicle, and Fig. 3 is a four-wheel drive for a vehicle to which the hydraulic control device for a vehicle transmission of the present invention is applied. FIG. 4 is an enlarged cross-sectional view of the main parts of the transmission, and FIG. Fig. 5 is a side view of the annular cylinder of the hydraulic servo B-4 of the vehicle four-wheel drive transmission to which the vehicle transmission hydraulic control device of the present invention is applied, and Figure 6 is the hydraulic pressure of the vehicle transmission of the present invention. FIG. 7 is a front view of the output side of the annular cylinder of the hydraulic servo B-4 of a four-wheel drive transmission for a vehicle to which the control device is applied, and FIG. 7 is a four-wheel drive for vehicle to which the hydraulic control device for a vehicle transmission of the present invention is applied. Transmission hydraulic servo B-
8 is a side sectional view of the annular piston of hydraulic servo B-4 of a four-wheel drive transmission for a vehicle to which the hydraulic control device for a vehicle transmission of the present invention is applied; FIG.
FIG. 9 shows the fluid pressure actuator 1 of the FJWa engagement device of the present invention.
-Hydraulic servo 3 for 4-wheel drive transmission for vehicles that applies hydraulic pressure-
FIG. 10 is an enlarged side sectional view of the annular piston of hydraulic servo B-4 of a four-wheel drive transmission for a vehicle to which the hydraulic control device for a vehicle transmission of the present invention is applied; Figure 11 shows the hydraulic pressure of a four-wheel drive transmission for a vehicle to which the hydraulic control device for a vehicle transmission of the present invention is applied.
FIG. 12 is a front view of the input side of the annular piston of the hydraulic servo C-3 of a four-wheel drive transmission for a vehicle to which the hydraulic control device for a vehicle transmission of the present invention is applied;
FIG. 13 is a side sectional view of an annular piston of a hydraulic servo C-3 of a vehicle four-wheel drive transmission to which the vehicle transmission hydraulic control device of the present invention is applied, and FIG. 14 is a vehicle transmission of the present invention. Fig. 15 is a front view of the output side of the annular piston of the hydraulic servo C-3 of a four-wheel drive transmission for a vehicle to which the hydraulic control device of the present invention is applied. FIG. 16 is an enlarged side sectional view of the upper part of the annular piston of the hydraulic servo C-3 of the wheel drive transmission, and FIG. FIG. 17 is an enlarged side cross-sectional view of the lower part of the annular piston of servo C-3, and FIG. An enlarged side cross-sectional view, FIG. 18 is a side cross-sectional view of an adapter cylinder of a hydraulic servo C-3 of a four-wheel drive transmission for a vehicle to which the hydraulic control device for a vehicle transmission of the present invention is applied, and FIG. Hydraulic servo C-3 for a four-wheel drive transmission for a vehicle to which the hydraulic control device for a vehicle transmission is applied
20 is an enlarged side sectional view of the lower part of the adapter cylinder of the hydraulic servo C-3 of the vehicle four-wheel drive transmission to which the vehicle transmission hydraulic control device of the present invention is applied; FIG. FIG. 21 is a hydraulic circuit diagram of a main hydraulic control device of a four-wheel drive transmission for a vehicle to which the hydraulic control device for a vehicle transmission of the present invention is applied, and FIG. 22 is a hydraulic circuit diagram of a hydraulic control device for a vehicle transmission of the present invention. FIG. 23 is a block diagram of the electronic control device, FIG. 24 is a graph showing changes in oil pressure and transmission torque capacity, and FIG. The figure shows the servo pressure characteristics during L→H shift applied to the hydraulic control device of the automatic transmission of the present invention,
It is a graph showing output shaft torque characteristics.

Claims (1)

[Claims] 1) A hydraulic source, a pressure regulating valve that adjusts the hydraulic pressure from the hydraulic source, a transmission mechanism capable of selecting at least a high speed gear and a low gear gear, and an output hydraulic pressure of the pressure regulating valve is supplied. When the high speed gear friction engagement device is engaged by the high speed hydraulic servo to set the speed change mechanism to the high speed speed, and the output hydraulic pressure of the pressure regulating valve is supplied, the speed change mechanism is set to the low speed. In the hydraulic control device for a vehicle transmission, the hydraulic control device for a vehicle transmission includes a low-speed gear friction engagement device that is engaged by a low-speed gear hydraulic servo, wherein the high-speed gear hydraulic servo sets the transmission mechanism to a high gear gear. a first cylinder chamber to which the output hydraulic pressure of the pressure regulating valve is supplied when the pressure adjustment valve is set to , and a second cylinder chamber communicating with the first cylinder chamber via an oil passage having an orifice;
A shift timing valve is provided in the low-speed gear hydraulic servo drain passage for promoting drainage of the low-speed gear hydraulic servo as the oil pressure in a first cylinder chamber of the high-speed gear hydraulic servo increases. A hydraulic control device for a vehicle transmission characterized by: 2) The shift timing valve is movable between a first position where the oil drain path of the low gear hydraulic servo communicates with the drain port and a second position where the communication between the oil drain path and the drain port is cut off. 2. A spool valve comprising a spool, the spool being urged to a first position by hydraulic pressure supplied from a first cylinder chamber of the high-speed stage hydraulic servo. Hydraulic control device for vehicle transmission. 3) The low-speed gear hydraulic servo operates the low-speed gear friction engagement device and operates an annular outer cylinder portion and an annular inner cylinder portion coaxially provided on the inner side of the annular outer cylinder portion. an annular piston having an annular outer periphery piston part slidably arranged on the annular outer periphery cylinder part and an annular inner periphery piston part slidably arranged on the annular inner periphery cylinder part; Claim 1, characterized in that the device comprises an outer circumferential cylinder chamber surrounded by a cylinder portion and an annular outer circumferential piston portion, and an inner circumferential cylinder chamber surrounded by the annular inner circumferential cylinder portion and the annular inner circumferential piston portion. Hydraulic control system for vehicle transmissions.