JPS61206859A - Oil-passage switching mechanism - Google Patents

Abstract

PURPOSE:To obtain a number of oil-passage communication patterns by installing a solenoid valve for generating the control oil pressure selectively applied form the both directions for a spool, in order to shift the spool valve in the both directions. CONSTITUTION:A manual valve 600 as spool valve which selectively connects and cuts-off an oil passage 1 and each oil passage 2-5 according to the displacement of a spool 610 is installed into a 621 which is operated when the spool 610 shifts and solenoid valves Sa and Sb for generating a control oil pressure for selectively acting from the both directions for the spool 610 in order to shift the spool is engaged in multistages by the detent mechanism, and the stable stop position of the spool can be obtained at desired positions, and a number of oil-passage communication patterns can be achieved by one spool valve.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an oil passage switching mechanism for switching communication between oil passages in a hydraulic circuit.

[Prior Art] A hydraulic circuit such as a hydraulic control device for a vehicle automatic transmission uses a communication switching mechanism between oil passages that combines a spool valve and a solenoid valve for controlling the spool valve.

[Problems to be Solved by the Invention] However, in the conventional oil path switching mechanism, the spool receives control hydraulic pressure generated by a solenoid valve from one side, and is displaced by receiving the spring load of a pre-installed spring from the other side. Because of this configuration, there are usually two positions where the spool is stable (both ends of the displacement range), and for example, in a multi-stage automatic transmission, a large number of the above-mentioned oil path switching mechanisms are required for speed change control. As a result, the hydraulic circuit becomes complicated and large, and the electronic control circuit for controlling the electromagnetic valve also becomes complicated.

An object of the present invention is to provide an oil passage switching mechanism that allows a large number of oil passage connection patterns to be obtained with one spool valve.

[Means for Solving the Problem] To achieve the above object, the oil passage switching mechanism of the present invention includes a spool valve that is provided in a hydraulic circuit and selectively connects and disconnects oil passages according to displacement of the spool. and a detent mechanism for the spool, a solenoid valve that generates control hydraulic pressure that is selectively applied to the spool from both directions in order to displace the spool valve in both directions, and an electronic control circuit that controls the solenoid valve. The configuration was adopted.

[Function] In the oil passage switching mechanism of the present invention, the spool is locked in multiple stages by the detent mechanism, and a desired number of stable stopping positions of the spool can be obtained, thereby allowing a single spool valve to connect a large number of oil passages. can be achieved.

[Effects of the Invention] The oil passage switching mechanism of the present invention can achieve connection patterns of multiple oil passages with one spool valve, so the configuration of hydraulic circuits such as the hydraulic control circuit can be simplified, thereby making it possible to downsize. becomes. Furthermore, since the number of solenoid valves is reduced, the electronic control circuit for controlling the solenoid valves is also simplified.

[Example] An embodiment of the oil passage switching mechanism of the present invention will be described based on the drawings.

1 to 5 show a first embodiment of the oil passage switching mechanism of the present invention.

FIG. 1 is a skeletal diagram showing an automatic transmission for a vehicle that combines a hydraulic torque converter and a planetary gear transmission mechanism with four forward stages and one reverse stage.

This automatic transmission has a torque converter of 10. Overdrive mechanism 20, planetary gear transmission mechanism 3 with 3 forward stages and 1 advance stage
0, and is controlled by a hydraulic control device incorporating an oil passage switching mechanism according to the present invention shown in FIG.

The torque converter 10 is a well-known type having a pump 55, a turbine 56, a stator 57, and a direct coupling clutch 50. The pump 55 is connected to an engine crankshaft 58, and the turbine 56 is connected to a turbine shaft 59. The turbine shaft 59 serves as an output shaft of the torque converter 10 and an input shaft of the overdrive mechanism 20, and is connected to a carrier 60 of a planetary gear device in the overdrive mechanism 20. A planetary pinion 64 rotatably supported by a carrier 60 meshes with a sun gear 61 and a ring gear 65. A multi-plate clutch CO and a one-way latch FO, which are frictional engagement devices, are provided in parallel between the sun gear 61 and the carrier 60, and the sun gear 61 and the overdrive mechanism 2
A multi-disc brake BO, which is a frictional engagement device, is provided between the overdrive case 66 that encloses the 0.

The ring gear 65 of the overdrive mechanism 20 is connected to the input shaft 23 of a planetary gear transmission mechanism 30 with three forward speeds and one reverse speed. A multi-disc clutch C1, which is a forward clutch, is provided between the input shaft 23 and the intermediate shaft 29, and a multi-disc clutch C2, which is a reverse clutch, is provided between the input shaft 23 and the sun gear shaft 80. ing. sun gear shaft 80
A multi-disc brake B1, a multi-disc brake B2, and a one-way latch F1 are provided between the transmission case 68 and the transmission case 68.

The sun gear 82 provided on the sun gear shaft 80 includes a carrier 83, a planetary pinion 84 supported by the carrier, a ring gear 85 meshing with the pinion, another carrier 86, and a planetary pinion 84 supported by the carrier. The pinion 87 and the ring gear 88 meshing with the pinion 87 constitute a two-row single planetary gear set. The ring gear 85 is connected to the intermediate shaft 29,
The second row of carriers 83 are connected to the first row of ring gears 88, and these carriers 83 and ring gears 88
is connected to the output shaft 89. First row carrier 86
A multi-disc brake B3 and a one-way latch F2 are provided in parallel between the transmission case 68 and the transmission case 68.

In this planetary gear transmission mechanism, each clutch and brake is engaged or released according to vehicle driving conditions such as engine throttle opening and vehicle speed by a hydraulic control device explained below. ), automatic or manual gear shifting with four forward gears, and one reverse gear shifting with only manual gear shifting.

Table 1 shows the transmission gear positions and the operating states of the clutches and brakes.

Table 1 shows the relationship between the shift position SP of the shift lever (to be described later), the engagement state of each friction engagement device (brake and clutch), and the gear position of the planetary gear transmission mechanism during automatic shifting. Energizing the electromagnetic solenoid (ON>,
x indicates non-energization (OFF), ◯ indicates engagement of the frictional engagement element, and blank indicates disengagement.

Table 1 FIG. 2 is a hydraulic circuit showing a hydraulic control device for the automatic transmission shown in FIG. 1 and incorporating the oil path switching mechanism of the present invention.

In this embodiment, the oil passage switching mechanism of the present invention is a solenoid valve S1.
, S2 and a shift valve 220.

The hydraulic circuit includes an oil strainer 1001 provided in the oil reservoir, a hydraulic pump 101, a pressure regulating valve (regulator valve) 1301, a second pressure regulating valve (secondary regulator valve) 150, a cutback valve 160, a cooler bypass valve 105, and a pressure regulator valve 1301. Relief valve 106, direct clutch control valve 120, throttle valve 2001 manual valve (speed selection valve) 210, shift valve 220 which is a spool valve,
A second row control valve 240 that does not generate the hydraulic pressure supplied to the brake B3 until the shift valve 220 reaches the first speed state during SnL gear shifting; an intermediate coast modulator valve 245 that adjusts the hydraulic pressure supplied to the brake B1; low coast modulator valve 250, which adjusts the hydraulic pressure supplied to brake B3, DnS
A drive second control valve 260 that does not generate hydraulic pressure supplied to the brake B1 until the shift valve 220 reaches the second speed state during gear shifting, and a hydraulic servo B of the brake BO.
A C-0 control valve 270 that switches between the hydraulic servo C-0 and the clutch CO, an accumulator 281 that smoothly engages the clutch C1, and a clutch C2.
an accumulator 282 that smoothly engages the brake B2, and an accumulator 28 that smoothly engages the brake B2.
3. Clutch C01C1, C2 and brake BO1B
Throttle valve with check valve 301, 302, 304, 305, which limits the flow rate of hydraulic oil supplied to each hydraulic servo and accumulator of 1 and B2, and quickly discharges the pressure of hydraulic oil from each hydraulic servo and accumulator. 306.3
07, the first solenoid valve S1 and the second solenoid valve S2 that are opened and closed by the output of the electronic control circuit and control the shift valve 220, and the third solenoid valve S3 that controls the direct coupling clutch control valve 120, and each valve. It consists of oil passages that connect the hydraulic servos of each clutch and brake.

The hydraulic oil pumped up from the oil reservoir by the hydraulic pump 101 via the oil strainer 100 is transferred to the pressure regulating valve 130.
The oil pressure is adjusted to a predetermined oil pressure (line pressure) and supplied to the oil passage 1. A pressure regulating valve 130 and an orifice 51 are provided in the oil passage 1.
The second pressure regulating valve 150 is connected via the oil passage 1A connected via the
The hydraulic oil supplied to the engine is regulated to a predetermined torque converter pressure, lubrication oil pressure, and circulation cooler pressure to the oil cooler.

The pressure regulating valve 130 has a spool 132 with a spring 131 installed in front of one end, and a plunger 138 that is connected in series in contact with the spool 132.
From one side, the throttle pressure and the spring load applied by the spring 131 are applied from the oil passage 9 to the small-diameter land (lower land in the figure) of the plunger 138, and when traveling in reverse, line pressure is further applied from the oil passage 5 to the plunger 138. and is displaced from the other side by receiving feedback pressure of the line pressure applied to the illustrated upper land 133 of the spool,
The communication area between the oil passage 1, the oil passage 1A, and the drain boat 135 is adjusted to output line pressure to the oil passage 1 according to vehicle running conditions.

The manual valve 210 is connected to a shift lever provided at the driver's seat. The shift lever is P (bark),
R (reverse), neutral to N), D (drive),
It has a shift position controller for each range (S (second), low), and P, R, N depending on the range of the shift lever by manual operation.

Move to D, S, and L positions. Table 2 shows each shift lever.
The communication state between oil passage 1 and oil passages 2 to 5 in the shift range is shown. Q indicates a state in which line pressure is supplied through communication, and X indicates a state in which pressure is exhausted.

Table 2 In the throttle valve 200, a throttle plunger 201 strokes in accordance with the amount of depression of the accelerator pedal, and the plunger 201 and a spool 204 in which a spring 204 is installed in front of the throttle valve 200
Move the spool 202 via the spring 203 between the
The line pressure supplied from the oil passage 1 is regulated to a throttle pressure according to the throttle opening degree and output to the oil passage 9.

The second pressure regulating valve 150 includes lands 152A, 1528 . . . having the same diameter from the top in the figure. The spool 152 includes a spool 152 formed with a diameter 152G and a small-diameter land 152D provided at the lower end, and a spring 154 provided in front from the bottom in the figure. The spool 152 is connected to the oil passage 1 from the upper side of the figure to the upper end land 152A.
It is displaced in response to the feedback of the secondary line pressure of A, the spring load of the spring 154 from below in the figure, and the throttle pressure input from the oil passage 9 and applied to the small diameter lower end land 152D, and the oil passage 1A and lubrication The hydraulic pressure of the oil passage 1A is adjusted to the secondary line pressure according to the input oil pressure by increasing or decreasing the degree of communication with the oil supply oil passage 1Q, and the excess oil is used to supply lubricating oil to parts of the automatic transmission that require lubrication. The remaining oil is discharged into the oil strainer 100 from the oil path 1R.

In other words, when the input oil pressure is high, it is displaced upward in the figure to reduce the degree of passage between oil passage 1A and oil passage 1Q, and oil passage 1Q is
The secondary line pressure of the oil passage 1A is increased by reducing the amount of hydraulic oil flowing out to the oil passage 1A, and when the throttle pressure is low, it operates in the opposite manner to lower the secondary line pressure of the oil passage 1A.

When the first solenoid valve S1 is de-energized, the orifice 3
A high level solenoid pressure (equal to line pressure) is generated in the oil passage 1S communicating with the oil passage 1 via 22, and when energized, the hydraulic oil in the oil passage 1S is discharged to generate a low level solenoid pressure.

When the second solenoid valve S2 is de-energized, the orifice 33
A high level solenoid pressure is generated in the oil passage 1T communicating with the oil passage 1 via the oil passage 2, and when energized, the hydraulic oil in the oil passage 1T is discharged and a low level solenoid pressure is generated.

The third solenoid S3 controls the oil pressure of the illustrated upper end oil v121 of the direct-coupled clutch control valve 120 that communicates with the oil passage 1H through the orifice 342. This solenoid valve S3 generates a high level solenoid pressure in the oil chamber 121 when not energized, and a spring 123 installed in front of the solenoid valve S3 generates a high level solenoid pressure in the oil chamber 121.
At the same time, the spool 122 is pushed downward in the drawing, and the spool 122 is positioned in the downward direction in the drawing, and when electricity is applied, the oil chamber 1
21 is exhausted and reversed to low level solenoid pressure.

Table 1 shows that when upshifting the solenoid valves S1 and S2 controlled by the electronic control circuit, the predetermined time M(Δ),
When downshifting, the relationship between energization (B), energization (◎), and non-energization (X) for a predetermined time, the shift position of the shift lever, and the speed change state of the automatic transmission is shown.

The shift valve 220 includes a detent mechanism 223 having a locking ball 222 provided with a spring 221 in front of it toward the left in the figure, and a first speed locking groove 224 that is locked to the detent mechanism 223.
a, the second gear locking groove 224b, the third gear locking groove 224C, and the fourth connecting groove 224d are formed on the left side in the figure, and the upper end land 225a, intermediate land 225b, and lower end land 225C of the same diameter are formed on the right side in the figure. an upper end oil chamber 226a which is always in communication with the oil passage 1S;
The first intermediate oil chamber 226b is always in communication with the oil passage 1.

Second intermediate oil chamber 2 that is always in communication with the drain boat 227
26C and a lower end oil chamber 226 that is always in communication with the oil passage 1T.
It has d. The solenoid valve S1 is energized, and the solenoid pressure at a low level is applied to the oil path 1S, and the solenoid valve S2 is energized, and high-level solenoid pressure is supplied to the oil path 1T to the lower end oil chamber 226d, and the solenoid is locked by applying the solenoid pressure. The ball 222 and the first speed locking groove 224a are fitted,
The spool 225 is set upward in the figure, and the oil path IL11
U and IV are all communicated with the drain boat 221 to obtain the first speed position.

Furthermore, in the case of an upshift, the solenoid valve S1 is de-energized, high-level solenoid pressure is supplied to the upper end oil chamber 226a through the oil passage 1S, and the solenoid valve 82 is energized for a predetermined time, and the lower end oil is supplied through the oil passage 1S. When a predetermined amount of hydraulic pressure is discharged from the chamber 226d, the spool 225 moves to the upper end land 2 in the figure.
By applying solenoid pressure to 25a, the second speed locking groove 2
24b moves to a position where it engages with the locking ball 222,
The oil passage 1 communicates with the oil passage 1U via the second intermediate oil chamber 226C, and the oil passages 1L and 1■ are communicated with the drain boat 227 to be in the second gear position, and in the case of an upshift,
The solenoid valve S1 is de-energized, and high-level solenoid pressure is supplied to the upper end oil chamber 226a through the oil path 1S, and the solenoid valve S2 is energized for a predetermined time, and a predetermined amount of oil pressure is discharged from the lower end oil v226d via the oil path 1T. When pressed, spool 2
25 moves to a position where the third speed locking groove 224C fits into the locking ball 222 by applying solenoid pressure to the illustrated upper end land 225a, and the oil passage 1 moves to the position where the third speed locking groove 224C engages with the locking ball 222.
6C to the oil passages 1U and 1■, and the oil passage 1L is communicated with the drain boat 227 to be in the third gear position.Furthermore, in the case of an upshift, the solenoid valve S1 is de-energized and the oil passage 1S When high-level solenoid pressure is supplied to the upper end oil chamber 226a, the solenoid valve S2 is energized for a predetermined time, and a predetermined amount of hydraulic pressure is discharged from the lower end oil chamber 226d via the oil path 1T, the spool 225 By applying solenoid pressure to the upper end land 225a, the fourth speed locking groove 224d moves to a position where it engages with the locking ball 222, and the oil passage 1 is closed via the second medium oil chamber 226C. IL1
1LJ.

1) to obtain the 4th gear position. In the case of a downshift, the solenoid valve S1 is energized for a predetermined time, the solenoid pressure becomes low level in the oil passage 1S, a predetermined amount of oil pressure is discharged from the upper end oil chamber 226a via the oil passage 1S, and the solenoid valve S2 is de-energized. When a predetermined amount of high-level solenoid pressure is supplied to the lower end oil chamber 226d in the oil path 1T,
The spool 225 moves to a position where the third speed locking groove 224C engages with the locking ball 222 by applying solenoid pressure to the illustrated lower end land 225C, and the oil passage 1 moves to the position where the third speed locking groove 224C engages with the locking ball 222. The oil passage 1L is communicated with the drain boat 227 to be in the third gear position, and in the case of a downshift, the solenoid valve S1 is energized for a predetermined time, and the oil passage 1L is communicated with the oil passage ILJ and IV through the oil passage 1S. A predetermined amount of oil pressure is discharged from the upper end oil chamber 226a, and the solenoid valve S2
is de-energized, and when high-level solenoid pressure is supplied to the lower end oil chamber 226d through the oil path 1T, the spool 225
By applying solenoid pressure to the illustrated lower end land 225C, the second speed locking groove 224b moves to a position where it engages with the locking ball 222, and the oil passage 1 is filled with oil via the second intermediate oil 9.226c. The oil passage 1L11■ is communicated with the drain boat 227 to be in the second gear position, and in the case of a downshift, the solenoid valve S1 is energized for a predetermined period of time, and the oil passage 1L11■ is connected to the upper end oil chamber 226a through the oil passage 1S. When the hydraulic pressure is discharged by a predetermined amount, the solenoid valve S2 is de-energized, and high-level solenoid pressure is supplied to the lower end oil chamber 226d through one oil passage, the spool 225 moves to the lower end land 225c shown in the figure.
By applying solenoid pressure to the first speed locking groove 224a,
moves to the position where it fits with the locking ball 222, and the oil passage 1
However, iu and 1v are communicated with the drain boat 227 via the second intermediate oil chamber 226C to obtain the first speed position.

The C-O control valve 270 includes a spool 272 with a spring 271 placed behind it on one side, and in the 1st, 2nd, and 3rd speeds, the line pressure is exhausted from the lower end oil chamber 274 via the oil path 1L, so the spool 272 272 is locked downward in the figure by the action of the spring 271, and in the fourth speed, the shift valve 220 is set to the fourth speed position, so the hydraulic oil in the lower end oil chamber 274 flows into the oil path 1L.
, the spool 272 is set upward in the figure by applying line pressure to the lower end land 273.
It is locked in 4th gear.

The cutback valve 160 has a spool 162 that receives the spring load of a spring 161 placed behind it from one side (lower side in the figure) and is displaced by receiving the line pressure of the oil passage 1u through an orifice 165 from the other side, When line pressure is supplied to the passage 1U, the spool 162 is set downward in the figure to communicate the oil passage 9 where throttle pressure is generated with the cutback pressure output oil passage 9A to convert the throttle pressure into cutback pressure. and the spool 202 of the throttle valve 200
Applying cutback pressure to the upper end land 207 shown in the figure,
The throttle pressure generated in the oil passage 9 is lowered. Due to this level reduction of the throttle pressure, the force of the spool 132 pushing upward in the figure decreases in the regulator valve 130 which uses the throttle pressure as input oil pressure, and the line pressure of the oil passage 1 is lowered in level, so-called line pressure cutback. It will be done.

Next, the operation of the hydraulic control device by manual shifting of the manual valve 210 will be explained.

When manual valve 210 is shifted to N range.

As shown in Table 2, oil passage 1 does not communicate with any of oil passages 2 to 5, and both first and second solenoid valves $1 and S2 are de-energized. Therefore, the spool 225 of the shift valve 220 is at the first speed position in the upper part of the drawing due to the action of the detent mechanism 223. Only the clutch CO, which is directly connected to the oil passage 1 through the C-O control valve 270, the oil passage 1J, and the check valve-equipped throttle valve 301, without the manual valve 210, is engaged.

When the manual valve 210 is shifted to D.

As shown in Table 2, oil pressure is supplied to the oil passage 2, and line pressure is thereby supplied via the check valve equipped throttle valve 302 and the oil passage 2A, and the clutch C1 is engaged.

When the vehicle starts, as shown in Table 1, the solenoid valve S1 is de-energized, the solenoid valve S2 is energized, the spool 225 of the shift valve 220 is located in the upper part of the figure, and the oil passage 1■ communicating with the clutch C2 is evacuated, and the brake is activated. Oil passages IL and 1tJ connected to BO1Bl and 82 are depressurized, and oil pressure is not supplied to oil passage 4B connected to brake B3, so brakes B1, B2, and B3 are released and the vehicle runs in first speed. . As shown in Table 1, when the vehicle speed reaches a preset value, the solenoid valve S1 is de-energized by the output of the computer, the solenoid valve 82 is kept energized for a predetermined time, and the solenoid pressure applied to the lower end oil chamber 226d is maintained at a predetermined level. Since the time is reversed to the low level, the spool 225 of the shift valve 220 moves a predetermined amount downward in the figure, and from the oil passage 1 to the shift valve 220,
Hydraulic pressure is supplied through the oil passage 1tJ and the throttle valve with check valve 307, and the brake B2 is engaged to cause an upshift to the second speed.

Upshifting to 3rd gear is performed using a computer output when the vehicle speed, throttle opening, etc. reach predetermined values.
1 is maintained de-energized, the solenoid valve S2 is energized for a predetermined time, and the spool 225 of the shift valve 220 moves a predetermined amount downward in the drawing, and the oil passages 1, 220, 1,
Check valve 303, throttle valve with check valve 304, oil path 1
Hydraulic pressure is supplied to hydraulic servo C-2 via x, engaging clutch C2 and causing an upshift to third speed.

For upshifting to 4th speed, as above, the solenoid valve S1 is kept de-energized by the output of the computer, the solenoid valve 82 is energized for a predetermined period of time, and the solenoid pressure applied to the lower end oil chamber 226d is reversed to the low level for a predetermined period of time. Therefore, the spool 225 of the shift valve 220 moves downward in the figure by a predetermined amount, the spool 272 of the C-0 control valve 270 moves upward in the figure, and the pressure in the oil passage 1J is exhausted.
Oil pressure is supplied to L, the clutch CO is released, and the brake Bo is engaged.

To downshift to third gear, the solenoid valve S1 is energized for a predetermined period of time based on the output of the computer indicating that the vehicle speed, throttle opening, etc. no longer satisfy predetermined values, and the solenoid valve S2 is kept de-energized. The spool 225 moves upward in the figure by a predetermined amount, evacuating the oil passage 1L, and C-0
When the spool 272 of the control valve 270 is set to the lower position in the drawing by the action of the spring 271, the brake BO is released and line pressure is supplied to the oil passage 1L to control the clutch CO.
It is done by engaging.

To downshift to second gear, the solenoid valve S1 is energized for a predetermined period of time based on the output of the computer indicating that the vehicle speed, throttle opening, etc. no longer satisfy predetermined values, and the solenoid valve S2 is maintained de-energized. The spool 225 moves upward in the figure for a predetermined period of time, evacuates the oil passage 1V, and releases the clutch C2.

To downshift to the first gear, the solenoid valve S1 is energized for a predetermined period of time based on the output of the computer indicating that the vehicle speed, throttle opening, etc. no longer satisfy predetermined values, solenoid valve $2 is maintained de-energized, and the shift valve 220 This is done by moving the spool 225 a predetermined amount upward in the figure, discharging the pressure in the oil passage 1U, and releasing the brake B2.

When manual valve 210 is shifted to R range.

As shown in Table 2, line pressure is generated only in the oil passage 5, the solenoid valve S1 is turned on, and the solenoid valve B2 is turned off. Oil road 1
Since hydraulic pressure is not being supplied to the brake C-0, the spool 272 of the C-0 control valve 270 is fixed downward in the figure by the action of the spring 271, and the oil passage 1 is connected to the oil passage 1J, and the brake C
O is engaged, and line pressure is supplied to the hydraulic servo C-2 of the reverse clutch C2 via the oil passage 5, the check valve 303, and the oil passage 1X, and the clutch C2 is engaged. Similarly, line pressure is also supplied to the hydraulic servo B-3 of the reverse brake B3 via the oil passage 5, check valve 308, and oil passage 4C. As a result, clutch CO, clutch C2, and brake B3 are engaged, and reverse movement (R) is achieved as shown in Table 1.

When the manual valve 210 is in S position.

As shown in Table 2, line pressure is supplied to oil passage 3 in addition to oil passage 2. The 1st, 2nd, and 3rd speeds are shifted in the same way as in the D range, but no upshift to the 4th speed occurs.

In the second speed, line pressure is supplied from the oil path 1 to the oil path 1U via the shift valve 220, as in the second speed of the D range, and at the same time, line pressure is supplied from the oil path 3 to the lower end oil chamber of the drive second control valve 260. 264 is supplied with line pressure, the spool 262 is set upward in the figure, and the oil path 1t
J, drive Since line pressure is also supplied to the oil passage 1W via the second control valve 260, the hydraulic pressure regulated by the intermediate coast modulator valve 245 is supplied to the oil passage 1Y, and the brake B2 is constantly activated.
The second speed is achieved in which both the brake and the brake B1 are engaged, and engine braking is applied during coasting.

Furthermore, when the manual valve 210 is in the D position and a manual D-S shift is performed while driving in fourth gear, the solenoid valve S1 is energized for a predetermined period of time as described above, and the solenoid valve S2 is maintained de-energized. A downshift is immediately made to 3rd gear, and when the speed has decelerated to the planned speed, the computer output energizes solenoid valve S1 for a predetermined period of time, causing a 3-2 downshift, resulting in 2nd gear where engine braking is effective. .

When the manual valve 210 is in the opposite position.

In addition to the oil passages 2 and 3, line pressure is also supplied to the oil passage 4. In the 1st and 2nd speeds, the same shift as in the D range is performed, but the computer changes the spool 2 of the shift valve 220.
A shift to third gear does not occur because 25 does not produce an output that would set it in the third gear position. Also, the first speed is oil passage 4, low coast modulator valve 250, oil passage 4A, second low control valve 240, oil passage 4B1 check valve 3.
08. Brake B is activated by hydraulic pressure supplied through oil path 4C.
3 is engaged to apply engine braking. Further, in the second speed, it is the same as when the manual valve is shifted to the S range. Also, while driving in 3rd gear L
When manually shifting to range, solenoid valve S1 is energized for a predetermined time, solenoid valve 82 is de-energized for a predetermined time, and a downshift to second speed is immediately performed. When shifting from second speed to first speed, the output of the computer energizes solenoid valve S1 for a predetermined period of time when the speed has been decelerated to a predetermined speed, causing a 2-1 downshift.

When the manual valve 210 is shifted to the LOW, S, and L ranges and the shift valve 220 is set to the 2nd speed position (2nd, 3rd, and 4th speeds), line pressure is applied to the oil passage 1U. The oil is generated and supplied to the lower end oil chamber 124 of the direct coupling clutch control valve 120. When this line pressure is generated and the third solenoid valve S3 is energized, and the oil pressure in the upper end oil chamber 121 is at a low level, the spool 122 of the direct clutch control valve 120 is moved upward in the figure and the oil passage 1A and oil road 1
D communicates with each other, the torque converter direct coupling clutch 50 provided in the torque converter 10 is engaged, and the torque converter 10 is in a directly coupled state. When no line pressure is generated in the oil passage 1U, or when line pressure is generated in the oil passage 1U, the solenoid valve S3 is de-energized and high-level solenoid pressure is generated in the oil chamber 121, the spring 123 or the spring 1
23 and the spool 12 due to the action of high level solenoid pressure.
2 is located at the bottom in the figure.

While the spool 122 is located at the lower side in the figure, the oil path 1A
is in communication with the oil passage 1C, and the direct coupling clutch 50 of the torque converter is released.

FIG. 4 shows a shift lever 400 applied to this embodiment and installed on the driver's seat.

The shift lever 400 has a T-shaped handshake 41 on the head 411.
The lever 41 is activated by the button 413 of No.2.
Group door 416 protruding from the opening 415 of 4
, a detent plate 420 that is locked by the groove bin 416 by its working edge, a base plate 430 that is interposed to fix the detent plate 420 to the vehicle body, and a shift position switch plate 440 that is fixed to the base plate 430. .

The detent plate 420 is arranged parallel to the working surface of the lever 414, and is located at the N and D sides of the shift lever 40G.

Smooth arc-shaped intermediate continuous portion 4 corresponding to each position of S
21A, connected via the step 421a of the intermediate continuous portion 421A, and corresponding to the R position of the shift lever 400, an 8 section 421B, connected to the 8 section 421B via steps 421b and 421c, and connected to the shift lever 40G. A guide plate 423 having a first part 421C corresponding to the P position, and a working edge 422 formed of a part 421D connected to the intermediate continuous part 421A via a step 421d and corresponding to the L position of the shift lever 400; It consists of a fastening plate 424 bent from the guide plate 423.

As shown in Table 3, the points of the shift position switch 501 on the shift position switch plate 440 are set according to each set position of the shift lever 400.

Table 3 Here, ゛ points are connected to each other.

Electronic control circuit 5 which inputs the output signal of this shift position switch 501 and controls solenoid valves $1 to S3.
00, as shown in FIG. 5, the shift position switch 501, vehicle speed sensor 502, throttle opening sensor 5
03, an in/outboard I10 boat that inputs the signal from the gear position sensor 504 of the automatic transmission and outputs an output signal to the solenoid valves 81 to S3, and a central processing unit CPU, It consists of a random access memory RAM that temporarily stores data, and a read-only memory ROM that stores data on shift patterns such as shift points and lock-up points.

FIG. 6 shows a second embodiment of the oil passage switching mechanism of the present invention.

In this embodiment, the oil path switching mechanism B of the present invention is provided in a hydraulic circuit of a hydraulic control device of an automatic transmission, and
manual valve 6, which is a spool valve that selectively connects and disconnects between the oil passage 1 and each oil passage 2 to 5 according to the displacement of the oil passage 1;
00, and a switch 62 that locks the spool 610 in each predetermined position and is activated when the spool 610 is displaced.
1, and a solenoid valve Sa that generates control hydraulic pressure that is selectively applied to the spool 610 from both directions in order to displace the spool 610 in both directions.
, Sb.

The manual valve 600 has a land 611 at the left end in the diagram with the same diameter.
, first intermediate land 612, second intermediate land 613, third
An intermediate land 614, a fourth intermediate land 615, and a right end land 616 in the drawing are formed, and a range locking groove 617Q from the left end in the drawing, which is locked to the detent mechanism 620 between the left end land 611 and the first intermediate land 612, and an S range. Locking groove 6
17s1D range locking groove 617d, N range locking groove 6
17n, an R range locking groove 617r, and a P range locking groove 617p, the oil chamber 618a at the left end in the figure, a first intermediate oil chamber 618b, and a second intermediate oil chamber are always in communication with the oil passage 1a. 618C1 3rd intermediate oil chamber 6
18d, a fourth intermediate oil chamber 618C, and a right-end oil chamber 618f in the drawing that is constantly in communication with the oil passage 1b.

The solenoid valve Sa generates a high level solenoid pressure in the oil passage 1a communicating with the oil passage 1 via the orifice 721 when not energized, and discharges the hydraulic oil in the oil passage 1a when energized to generate a low level solenoid pressure.

When the solenoid valve sb is not energized, it generates a high level solenoid pressure in the oil passage 1b communicating with the oil passage 1 via the orifice 722, and when energized, it discharges the hydraulic oil in the oil passage 1b and generates a low level solenoid pressure.

The solenoid valves Sa and Sb are energized or de-energized for a predetermined time by an output from the electronic control circuit 500 depending on each set position of the shift lever. inputting the output of the switch 621 of the detent mechanism 620 to the electronic control circuit 500;
It is also possible to control the solenoid valves 3a and 3b by the output signal of the switch 621 instead of by a predetermined time.

In this embodiment, the spool valve is a shift valve and a manual valve, but it goes without saying that the present invention can be applied to a spool valve that connects multiple oil passages with one spool valve.

[Brief explanation of the drawing]

FIG. 1 is a skeletal diagram of an automatic transmission, FIG. 2 is a hydraulic circuit diagram of a hydraulic control device for an automatic transmission incorporating a first embodiment of the oil path switching mechanism of the present invention, and FIG. The first part of the oil passage switching mechanism
FIG. 4 is a side view of the shift lever of the first embodiment of the oil passage switching mechanism of the present invention, FIG. 5 is a block diagram of the electronic control circuit, and FIG. 6 is a diagram of the shift valve of the present invention. It is a hydraulic circuit diagram of the manual valve of the second embodiment of the oil passage switching mechanism. In the diagram A, B...Oil passage switching mechanism Sl, S2, S3.
・・Solenoid valve, B-0, B-1, B-2, B-
3, C-0, C-1, C-2...hydraulic servo 10...
- Torque converter 20... Overdrive mechanism 30... Planetary gear transmission mechanism 50 with 3 forward stages and 1 reverse stage
...Direct clutch 220...Shift valve 600.
...Manual valve 223.620...Detent mechanism 225.610...Spool

Claims (1)

[Claims] 1) A spool valve that is provided in a hydraulic circuit and selectively connects and shuts off oil passages according to displacement of the spool, a detent mechanism for the spool, and a spool valve that is displaceable in both directions. An oil passage switching mechanism comprising: a solenoid valve that generates control hydraulic pressure that is selectively applied to the spool from both directions to cause the spool to move; and an electronic control circuit that controls the solenoid valve. 2) The solenoid valve includes a first solenoid valve provided in an oil passage that communicates a hydraulic source and an oil chamber at one end of the spool valve, and a first solenoid valve that connects the hydraulic source and an oil chamber at the other end of the spool valve. 2. The oil passage switching mechanism according to claim 1, further comprising a second solenoid valve provided in a communicating oil passage. 3) The oil passage switching mechanism according to claim 1, wherein the spool valve is a speed selection valve provided in a hydraulic control device of an automatic transmission for a vehicle. 4) The oil passage switching mechanism according to claim 1, wherein the spool valve is a shift valve of an automatic transmission for a vehicle. 5) The detent mechanism has a switch that detects the amount of movement of the spool, and the electronic control circuit controls the solenoid valve based on a signal from the switch. Oil passage switching mechanism.