JPS6141063A - Hydraulic control type automatic speed change gear - Google Patents

Abstract

PURPOSE:To secure instantaneous short supply of working fluid and to accomplish stable control by disposing an accumulator for accumulating working fluid supplied to each portion of the hydraulic control device in the hydraulic control device of the above automatic speed change gear. CONSTITUTION:A hydraulic control device in a hydraulic control type automatic speed change gear includes a hydraulic pump 411, pressure regulating valves 430, 450, a lock-up control valve 470, the first and second accumulator valves 480, 490, a manual valve 510, and hydraulic servo C-O..., B-O... for shift valves of each step, clutches and a brake. In this case, an accumulator 600 is disposed in an oil path 1 on the upstream side of the manual valve 510 on the downstream side of the pressure regulating valve 430. When line pressure is supplied to the oil path 1, working fluid is accumulated in the accumulator 600, and the working fluid is used for compensating the instantaneous short supply of working fluid caused by a hydraulic pump 411 and the like.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a hydraulic control device for controlling the speed change of a speed change drive device of an automatic transmission for a vehicle.

[Prior Art] Fig. 4 and Fig. 5 are schematic diagrams of a variable speed drive device of an automatic transmission currently in use with four forward speeds and one reverse speed, and a hydraulic circuit of its hydraulic control device. This automatic transmission includes a torque converter 200, an overdrive transmission 30OA, and an underdrive device 300B with three forward speeds and one reverse speed.
Pump 203, turbine 204, and stator 208
The pump 203 is connected to the output shaft of the engine, and the turbine 204 is connected to the input shaft 10.

Input shaft 10 serves as an output shaft of torque converter 200 and an input shaft of overdrive transmission 30OA, and is connected to gear rear PO of a planetary gear device in overdrive transmission 3008. A planetary pinion rotatably supported by a carrier PO is meshed with a non-gear SO and a ring gear RO. A multi-disc clutch CO and a one-way latch FO are provided between the sun gear SO and the carrier PO, and a multi-disc brake BO is provided between the sun gear SO and the transmission case 130 that encloses the overdrive transmission 300^. is set up. A ring gear RO to the overdrive transmission 300 is connected to an intermediate transmission shaft 11 that is an input shaft of an underdrive transmission 300B with three forward speeds and one reverse speed. Intermediate transmission @11 and intermediate shaft 30^
A multi-disc clutch C1 is provided between the intermediate transmission shaft 11 and the sun gear shaft 29, and a multi-disc clutch C2 is provided between the intermediate transmission shaft 11 and the sun gear shaft 29.
is provided. A multi-disc brake B1, a multi-disc brake B2, and a positional clutch "1" are provided between the sun gear shaft 29 and the transmission case 130.

A sun gear 81 provided on the sun gear shaft 29 includes a carrier P1, a planetary pinion supported by the carrier P1, and a ring gear R meshed with the planetary pinion.
1. The sun gear S2 provided on the sun gear shaft 29, the carrier P2, the planetary pinion supported by the carrier P2, and the ring gear R2 meshing with the planetary pinion constitute a two-row single planetary gear set. Link gear R1 is connected to intermediate shaft 308, carrier P1 in the second row is connected to ring gear R2 in first row, and carrier P1 and ring gear R2 are connected to output shaft 12. A multi-disc brake B3 and a one-way clutch F2 are provided in parallel between the first row of carriers P2 and the transmission case 130.

This variable speed drive device is controlled by a hydraulic circuit shown in FIG. This hydraulic control equipment includes an oil strainer 403 provided in the oil reservoir, an oil pump 411, and the hydraulic oil supplied from the oil pump 411 is shifted to exhaust the pressure from the dollar in boat 435 and adjust the line pressure. Pressure regulating valve (legi, flake valve) 430, second pressure regulating valve 450, cutback valve 4601 cooler bypass valve 4
15, Pressure relief valve 10G, 415, Reverse clutch sequence valve 419, Direct clutch control valve (lock-up control valve) 470, Slipper 1 to lock valve 500, Manual valve 510.1-2 Shift 1 to valve 520
．． 2-3 shift valve 530. 3-4 shift 1 to valve 540, intermediate coast modulator valve 545 that adjusts the oil pressure supplied to the brake B1, adjusts the oil pressure supplied to the brake B3] - Coast modulator valve 55
0, Acquisition combulator 5γOA for smoothly engaging the clutch C1, Acquisition combulator 580 for smoothly engaging the clutch C2, Acquisition combulator 590 for smoothly engaging the clutch C2. The electronic control device consists of solenoid valves S1, S2, and S3 that are opened and closed by the power output to control the speed change, and oil passages that communicate between each valve and the hydraulic cylinders of the clutch and brake, and control the speed change gear position and the clutch. Table 1 shows the operating status of the brakes.
This is done as shown in .

Table 1 shows the relationship between the shift position SP of the shift lever, the engagement state of each frictional engagement element, and the gear position of the planetary gear transmission mechanism during automatic shifting.

Table 1 In Table 1, ○ indicates engagement of the friction engagement element, blank indicates release, ○ of Sl and S2 indicates energization of the solenoid, S
1, × in S2 indicates that the solenoid is not energized.

[Problems to be Solved by the Invention] In the above-described hydraulic control fll device for an automatic transmission, the engine rotational speed is changed from N to neutral) to P (parking), from N to D (drive), from N to R (reverse), etc. If you perform a shift operation when the engine speed is low, the oil pressure of the hydraulic oil supplied to the hydraulic control device will be low due to the low engine speed, and the shift operation will cause an instantaneous overshoot in the hydraulic control device.
. . . occurred, causing a peak in the first herk of the output shaft, causing discomfort to the vehicle occupants. An example of a shift operation from N to R is shown in FIG. 3. In FIG. The three-dot chain line (C) indicates the supply pressure to the hydraulic servo C-3. If a shift is made from N to R at a time of 0 seconds shown on the horizontal axis, first the pressure regulating valve 43
0 is varied, line pressure (a) increases by 0.6 kg/cm, line pressure is supplied from line pressure (a) to hydraulic servo B-3 and hydraulic servo C-2, and supply pressure (b) (c)
stands up. When hydraulic oil is supplied from the line pressure (a) to the hydraulic servo B-3 and the hydraulic servo B-2, the engine speed is low (idling state) and the oil pump 4
11 is insufficient, and the line pressure (a) drops for 0.3 seconds. This drop in line pressure (a) causes the pressure regulating valve 430 to displace and momentarily block the drain port 435, causing the hydraulic oil supplied from the A-il pump 411 to momentarily flow into the line pressure (a). Therefore, overshoot occurs. The overshoe 1 is supplied with hydraulic oil from the hydraulic servo C-3 (b), which is supplied with hydraulic oil by the line pressure (a).
The supply pressure (C) of 2 and the back pressure of the accumulator 580 affect the openage coat of the line pressure (a), and the same A
-Persico 1~ occurs. As a result, brake B3
Since the clutch C2 was engaged instantaneously, a peak occurred in the output shaft torque shown by the broken line (e) in the figure.

The object of the present invention is to provide an accumulator that stores hydraulic oil on the downstream side of an oil passage whose pressure is regulated by a pressure regulating valve that adjusts the hydraulic pressure supplied to a hydraulic control device to an appropriate hydraulic pressure used within the hydraulic control device. An object of the present invention is to provide a hydraulically controlled automatic transmission capable of compensating for a drop in hydraulic pressure with hydraulic fluid stored in an accumulator when the hydraulic pressure in a hydraulic control device momentarily drops.

゛[Means for Solving the Problems] In order to solve the above problems, the hydraulically controlled automatic transmission of the present invention includes a speed change drive device 3 for changing the speed of the automatic transmission 100.
00 and a hydraulic control device t400 that receives vehicle running conditions such as throttle opening and shift position as input and controls the variable speed drive device 300. The configuration includes an accumulator 600 that accumulates pressure of hydraulic oil supplied to each part of the hydraulic control device 400.

[Operation and Effects of the Invention] The hydraulically controlled automatic transmission of the present invention having the above configuration has the following features:
By providing an accumulator that accumulates pressure of the hydraulic oil supplied to each part of the hydraulic control device, it is possible to prevent instantaneous shortages of hydraulic oil supply to the hydraulic control device due to oil pumps, etc., and to prevent hydraulic oil from being supplied to each hydraulic servo. Momentary drops in oil pressure can be compensated for with the hydraulic fluid stored in the A4-neemulator. In addition, by supplying hydraulic oil to each hydraulic pressure unit, it is possible to prevent line pressure overshoot due to a momentary drop in oil pressure, thereby preventing unnecessary peaks from occurring on the output shaft, which can cause discomfort to passengers. Never. Further, according to the present invention, the oil pump can be downsized.

Embodiment Next, a hydraulically controlled automatic transmission of the present invention will be described based on an embodiment shown in the drawings.

Fig. 1 shows a hydraulic circuit of a hydraulic control circuit to which the hydraulically controlled automatic transmission of the present invention is applied, and Fig. 2 shows a cross-sectional view of the automatic transmission for a vehicle. It is composed of a torque converter 200, a variable speed drive device 300, and an @pressure control device 400.

The variable speed drive device 300 includes an overdrive transmission 300A including one multi-disc clutch C01 operated by a first planetary gear device UO1 hydraulic servo, one multi-disc brake BO1 and one one-way latch FO, and a second planetary gear device. Device U1, third planetary gear set @U2, two multi-disc clutches C1, C2 operated by hydraulic servo, one belt brake B1, two multi-disc brakes 82, B3, and two one-way latches F1, Before equipping F2
L 3-speed reverse 1-speed underdrive transmission 300 [3
It consists of

A transmission case 110 of the automatic transmission 100 includes a torque converter housing 1 that accommodates a torque converter 200.
20. Consists of a transmission case 130 integrally formed with chambers accommodating the overdrive transmission 300A and the underdrive transmission 300B, and an extension housing 140 with M on the rear side of the automatic transmission 1 and 100. , these torque converter housing 120, transmission case 130, extension housing 140, etc. are each fastened with a large number of bolts.

The torque converter 200 is housed in a torque converter housing 120 that is open at the front (engine side), and includes a front cover 1 to a cover 201 that rotate under the drive of an engine (not shown), and a circle welded to the inner circumference of the front cover 201. An annular plate-shaped rear cover 202, a pump impeller 203 disposed around the inner peripheral wall of the rear cover 202, a turbine runner 204 disposed opposite to the pump impeller 203, and a turbine holding the turbine lamp 204. A stator 208 that is supported by a fixed shaft 207 connected to the transmission case 110 through a shell 205 and a one-way clutch 206 and increases the torque capacity when the input rotation speed is low, the front cover 201 and the turbine shell 2.
05 Between the front cover 201 and the turbine shell 2
A direct coupling clutch (lock-up clutch) 209 is provided that rotates 05 at the same time. 1 between the cylindrical transmission case 130 and the torque converter housing 120 that are continuous to the rear of the torque converter housing 120, and an external gear 150a and an internal gear 150b inside.
An oil pump body 152 that houses an internal gear oil pump 150 and has a cylindrical portion 151 protruding forward on its inner periphery is fastened to the front part of the transmission case 130 and connected to the inner periphery end of the rear cover 202. The extended member 210 is connected to the external gear 15 via the inner periphery of the cylindrical portion 151.
It is spline fitted to the inner periphery of 0a. Further, on the rear side of the oil pump body 152, there is a cylindrical front cover 15 that is coaxial with the cylindrical portion 151 and protrudes rearward.
3, an oil pump cover 154 having an oil pump housing 152 and oil pump cover 1 is tightened.
54 forms a partition between torque converter housing 120 and transmission case 130. Also,
In the middle of the transmission case 130 are an overdrive mechanism chamber 130A in which an overdrive transmission 300A is formed, and an underdrive transmission 300B.
An intermediate support wall 132 having a cylindrical center support 131 projecting rearward is provided to partition the underdrive mechanism chamber 130B in which the underdrive mechanism chamber 130B is formed. At the rear part of the transmission case 130 (on the right side in the figure), there is a rear support wall 134 having a cylindrical rear support 133 that protrudes forward.
is provided.

Inside the front support 153 is a one-sided clutch 2 that supports the stator 208 of the torque converter 200.
A fixed shaft 207 of No. 06 is fitted, and the input shaft 10 of the variable speed drive device 300, which is the output shaft of the torque converter 200, is rotatably supported inside the fixed shaft 207. The input shaft 10 has a flange portion 101 at the rear end, and a rearward-facing hole 102 is formed at the center of the rear end. An intermediate power transmission shaft 11 arranged in series with the input shaft 10 is rotatably mounted behind the human power shaft 10.
has its tip slidably in contact with the hole 102 of the input shaft 10, the flange portion 111 on the rear end of the intermediate transmission shaft 11, and the tip of the output shaft 12 that transmits power to the driving wheels in the center slidably contacts. A rearward facing hole 112 is formed. The output shaft 12 is
An electronically controlled sensor rotor 121 and a speedometer drive gear 122 are fixed in the extension housing 140, and a spline groove 123 is formed on the outer periphery of the rear end to fit a sleeve yoke that transmits power to the drive wheels. When it is rotatably supported by the 1st scale condenser housing 140 via the yoke, the protruding end portion is rotatably supported within the hole 112 of the intermediate transmission lN111.

The overdrive transmission 300A receives the input @10.
A first planetary gear unit UO is provided behind the planetary gear unit UO, whose ring gear RO is coupled to the intermediate transmission shaft 11 via a flange plate 113, and the planetary carrier PO is connected to the input ITIIIO.
The swing gear SO is formed by the inner race shaft 13 of the one-way latch FO. On the front side of the first planetary gear unit UO, a first hydraulic servo drum 14 that opens rearward is connected to an inner race shaft 13.
and is fixed to the outer peripheral wall 14^ of the first hydraulic servo drum 14.
An annular piston 15 is fitted between the inner circumferential wall 14B and a hydraulic servo C-0 of the clutch Go that engages and disengages the carrier PO and the first hydraulic servo drum 14. a return spring 16 that presses 15 toward the hydraulic servo C-0 side;
A clutch CO is mounted inside the outer peripheral wall 14A, and the first hydraulic servo drum 14 and inner race shaft 13 are connected to the carrier PO via the clutch CO.

An inner race shaft 1 is attached to the inner circumference of the first hydraulic servo drum 14.
3 is provided with an inner race axis latch [0], and an outer race 17 and 1 heran transmission case 1 are provided on its outer periphery.
A clutch CO and a brake BO are provided between the piston 18 and the intermediate support wall 132, and a piston 18 for pressing the brake BO is fitted in front of an intermediate support wall 132 behind the brake BO. The hydraulic servo B-o of the brake BO is formed, and the inner circumference 1 at the front end of the intermediate support wall 132
A return spring 19 is fitted in 35 to press the piston 18 toward the hydraulic servo B-0 side.

In the underdrive transmission 300B, the second hydraulic rib drum 20 that opens rearward is connected to the intermediate support wall 13 at the front.
A clutch C is rotatably fitted on the outer periphery of the center support 131 of No. 2, and between the outer circumferential wall 20A and the inner circumferential wall 20B.
An annular piston 21 that presses a clutch C is fitted between the annular piston 21 and the second hydraulic servo drum 20.
2 hydraulic servo C-2 and an inner peripheral wall 20Ba.
A return spring 22 that presses the annular piston 21 toward the hydraulic pressure υ-bore C-2 and a clutch C2 are installed inside the outer peripheral wall 20. At the rear of the second hydraulic servo drum 20, a third hydraulic servo drum 24 having an annular protrusion 23 at the front and opening at the rear is fixed to the outer periphery of the flange portion 111 at the rear of the intermediate transmission shaft 11. An annular piston 25 that presses the clutch C1 is fitted between the rear end of the first hydraulic servo drum 24, the outer peripheral wall 24^ of the third hydraulic servo drum 24, and the outer periphery of the seventh flange 111. In between, a return spring 26 which forms the hydraulic servo C-1 of the clutch C1 and presses the annular piston 25 toward the joint hydraulic servo C-1 side on the inner peripheral side of the clutch C1, and an annular protrusion 2.
A clutch C2 is attached to the outer periphery of the hydraulic servo drum 3, and the second and third hydraulic servo drums 20 and 24 are connected via the clutch C2. Behind the third oil B-bod drum 24, a second
A planetary gear shield U1 is provided, and the ring gear R1 includes an annular protrusion 28 and a rotary support portion 27 that rotatably supports the ring gear R1 on the outer periphery of the output shaft 12. It is connected to the third hydraulic servo drum 24 via the clutch C1, the carrier P1 is spline-fitted to the front outer periphery of the output @12, and the sun gear S1 is connected to the output shaft 12.
The ring gear shaft 29 is integrally formed at the tip of a ring gear shaft 29 that is rotatably provided on the outer periphery of the ring gear shaft 29. Further, a connecting drum 30 configured to cover the second and third hydraulic servo drums 20, 24 and the second planetary gear unit U1 in a minimum space is fixed to the outer periphery of the second hydraulic repo drum 20 at its front end,
The rear end is connected to two sun gear shafts behind the second planetary gear unit U1, and a belt brake 81 for fixing and releasing the connecting drum 30 is provided on the outer peripheral side.

Brake plate b2 of brake B2 at the front and brake plates 1 to b3 of brake B3 at the rear are spline fitted to a spline 136 formed on the inner circumference of the rear part of the transmission case 130, and a spline is fitted between the brake B2 and the brake B3. is open at the front, and there is an annular projection 3 on the front side.
A fourth hydraulic servo drum 32 with 1 is spline fitted. Outer peripheral wall 32A of the fourth hydraulic servo drum 32
An annular piston 33 that presses the brake B2 is fitted between the annular projection 31 and the annular piston 33, and a hydraulic servo B- of the brake B2 is inserted between the annular piston 33 and the fourth hydraulic servo drum 32.
A return spring 34 is provided on the inner circumferential wall 32B side to press the annular screw lance 33 toward the hydraulic lever B-2. Further, a one-way latch F1 having the ring gear shaft 29 as an inner race is provided on the inner circumference side of the brake B2, and the brake B2 is attached to the outer circumference of the outer race 35. A plurality of screws 371 and 373 for pressing the brake B3 and a reaction sleeve 372 are fitted into an annular hole 36 formed between the outer circumferential side of the rear report 133 of the rear support wall 134 on the rear side of the brake B2 and the transmission case 130. Brake B
3 hydraulic servo B-3 is formed, and 1 [piston 371
．． A return spring 38 for pressing 373 toward the hydraulic pressure 1 noho B-3 side is supported by a return spring fitting 388 attached to the tips of rear supports 1 to 133. The inner race 39 of the one-way clutch F2 disposed on the inner circumference of the brake B3 is connected to the fourth hydraulic servo drum 32 on the outer circumference of the sun gear shaft 29, and the brake B3 is attached to the outer circumference of the outer race 40 of the one-way clutch E2. There is. In the third planetary gear device U2, a sun gear S2 is integrally formed with a sun gear shaft 29, a carrier P2 is connected to an outer race 40 of a one-way clutch F2 on the front side, and a brake B3, and a parking gear 41 is arranged around the outer periphery. The provided ring gear R2 is connected to the output shaft 12 via a connecting member 42 whose inner circumference is spline-fitted. The parking gear 41 is designed so that when the shift lever of the automatic transmission is selected to the parking (P) position, a parking pawl 43 meshes with the parking gear 41 to fix the output shaft 12.

Automatic transmission machine ioo is transmission case 130
An oil pan 40 fastened to the bottom of the
A hydraulic control device 400 in a valve body 404 with an oil storage 403 built into the valve body 404 located at the bottom controls each clutch and brake, which are frictional engagement elements, according to vehicle running conditions such as engine throttle opening and vehicle speed. selectively engages or releases the overdrive (
There are four automatic forward speeds including 0/D) and one reverse speed only with manual shifting.

The shift lever (f not shown) installed in the driver's seat to drive the eyebrow valve of the hydraulic control device 400 is P (parking), R (reverse), N (new ~ 1 heral), and D (drive). , S (Zekand), and 1- (Low) ranges, and this shift position SP
and gears 4th speed (4), 3rd speed (3), 2nd i1 (2)
Table 2 shows an example of the operational relationship between the first speed (1), the clarity f, and the brake.

Table 2 Table 2 (31, ○ in B2 indicates energization of the solenoid, SL, '32, When the power is turned on, the lock-up state is released.

E indicates that the corresponding clutch and brake are engaged, and X indicates that the corresponding clutch and brake are disengaged. The corresponding one-sided clutch is engaged in the engine drive state, but this engagement is not necessarily required as power transmission is guaranteed by a clutch or brake built in parallel. T1. (1-,) indicates that the corresponding one-sided clap engages only C in the engine drive state and does not engage in the engine brake state. Furthermore, [ indicates that the corresponding one-sided clutch is free.

The hydraulic control device 400 includes an oil strainer 403 built in an oil pan 402, a hydraulic pump 411, a cooler bypass valve 415, a pressure relief valve 416, a release clutch control valve 417, a release brake control valve 418, a lock-up relay valve 420,
Pressure regulating valve (regicollator valve) 430, second pressure regulating valve 450, cutback valve 460, lock-up control valve 4
70, first accumulator f811 m valve 480
, go to the second accumulator control mechanism, throttle valve 500, manual valve 510.1-2 shift valve 520,
? -3 shift valve 530.3-4 shift valve 540, intermediate day eight that adjusts the oil supply to brake B1] -st modulator valve 545, hydraulic pressure" -Vol.3-
3, an accumulator 560 that smoothly engages the clutch CO, and an accumulator 560 that smoothly engages the brake BO (1-mulator 570, which smoothly engages the clutch C2). Accumulator 580 and brake B2 for smooth operation
Accumulator 590 and clutches C01C1 and C2 hydraulic pressure V-bots C-, 0, C-1 for smooth engagement.
, (, -2 and the hydraulic pressure of brakes BO, Bl, B2, B3 - BO B-0, B-1, B-2, B-3, check valves that control the flow rate of the supplied pressure oil) control valve 60
1.603.604.605.606.607.608
．． 609, shirt 1 ~ valve 002, jammed by the output of the electronic control device (combination) 2-3 shift 1 ~ valve 53
0, a second solenoid valve S2 that controls both the 1-2 shift valve 520 and the 3-4 shift valve 540, and the lock-up relay valve 42.
0 and the lock-up control valve 470, and an oil passage communicating between each valve and the hydraulic pressure of the clutch and brake, ST1
, ST2, ST3, and ST4 indicate oil strain holes provided between the respective oil passages. Taro 00 is gQty.

Hydraulic oil pumped up from the oil pan 402 by the hydraulic pump 411 via the oil strainer 403 is adjusted to a predetermined oil pressure (line pressure) by the pressure regulating valve 430 and then supplied to the oil path 1 .

The pressure regulating valve 430 has a spool 432 on which a spring 431 is placed on its back in the upper part of the drawing, and a plunger 438 that is connected in series and in contact with the spool 432.
2 is the throttle pressure applied from the upper oil passage 0 to the upper end land 436 of the plunger 438 and the spring 43.
1. When going backwards, oil passage 5 is added.
The line pressure applied to the lower end land 437 of the plunger 438 is received from the other side, and the feedback pressure of the line pressure applied to the lower end land 433 of the spool 432 is received from the other side to displace the oil passage 1, the oil passage 6, and the drain boat. 43
5 is adjusted to output line pressure to the oil passage 1 according to vehicle running conditions.

The accumulator 600 is slidably provided between a housing 611 whose lower side in the figure communicates with the oil passage 1 and which defines a cylinder chamber 610, and between one position and the other position in the upper side of the cylinder chamber 610. an accumulator piston 613 defining an accumulator chamber 612 on the side of one position, a spring 014 that always biases the accumulator piston 613 toward one position which is upward in the figure, and the spring 614. and the cylinder chamber 610
It consists of an oil drain chamber 615 which is a chamber opposite to the accumulator chamber 612 in the interior, and an oil drain port 616 that drains oil from the inside of the oil drain chamber 615. 0.5 kg/cm is set lower than the line pressure of No. 1, and when line pressure is supplied to the oil passage 1, hydraulic oil is accumulated in the Akiko-1 and the rotor chamber 612 due to the line pressure. In this embodiment, the capacity in the accumulator chamber 612 is as follows: hydraulic servo B-3, hydraulic servo (-2)
Accumulator chamber 5 of Onibi accumulator 580
It is set to be approximately the same as the total volume of 83.

The throttle plunger 505 rotates and the throttle plunger 501 rotates according to the amount of depression of the accelerator pedal.
01 and a spool 5 with a spring 504 disposed below in the figure.
The spool 502 is moved via the spring 503 between the 02 and 02, and the line pressure supplied from the oil path 1 is regulated to the throat 1 to 1 fluid according to the throttle opening degree, and output to the oil path 9.

The second pressure regulating valve 450 includes a spool 452 with a spring 451 mounted on its back in the upper direction in the figure. The spool 452 receives the feedback of the hydraulic pressure of the oil passage 6 from the lower side in the figure, receives the spring load of the spring 451 from the upper side in the figure, and is displaced at t, thereby connecting the oil passage 6, the lubricating oil supply oil passage 7, and the drain boat 455. The degree of communication is adjusted, and the pressure of the oil passage 6 is regulated to a predetermined secanter blade-in pressure (torque converter pressure), and excess oil is supplied to the oil passage 7.
The lubricating oil path 1-1 to the 0 side and the lubricating oil path 1-2 into the extension housing 140 are branched and supplied.

The manual valve 510 is connected to a shift lever installed in the driver's seat, and can be manually operated to shift to P (par 21), R (reverse), or N depending on the range of the shift lever.
Courtral), D (drive), S (second), L
(low) position. Table 3 shows the communication state between oil passage 1 and oil passages 2 to 5, which are located in the shift ranges of shift 1 to lever d3.

○ indicates the case where line pressure is supplied through communication, ×
represents the case where the pressure has been increased to i.

Table 3 The first Tsureid valve S1 has an orifice 622 when de-energized.
A high level solenoid pressure (equal to the line pressure) is generated in the oil passage 2F which is connected to the oil passage 2 via the energization, and when energized, the pressure oil in the oil passage 2 is discharged to produce a low level solenoid pressure.

The second solenoid valve S2 communicates with the oil passage 1 through the orifice 632 when J1 is energized, and tightens the solenoid pressure of the high 1 level to 1c oil passage 1 when energized. At '■, the pressure 811 of the oil passage 131 is released to generate a low level solenoid pressure.

The third solenoid valve S3 has an oil passage 2A and an orifice 64.
The oil pressure of the illustrated upper end oil chamber 421 of the lock-up relay valve 420 and the illustrated upper end oil chamber 471 of the lock-up control valve 470 which communicate with the oil passage 2D via the lock-up relay valve 420 can be controlled.

When energized, this third solenoid valve S3 applies high-level solenoid pressure to the upper end oil chamber 421.471 to press the spool 422.472 and position it at the lower side in the figure, and when not energized, the third solenoid valve S3 The oil in the chamber 421.471 is depressurized and absorbed by the low level solenoid pressure, and the spool 422.472 is positioned upward in the drawing by the line pressure from the oil passage 1 and the action of the spring 423.473.

Table 2 shows whether the first and second solenoid valves S1 and S2 controlled by the electronic control circuit are energized (○) or de-energized (
×), the relationship between the shift surface of the shift lever and the speed change state of the automatic transmission is shown.

The 1-2 shift valve 520 includes a spool 522 with a spring 521 installed in front of it in the lower part of the figure, and when the second solenoid valve S2 is de-energized and a high-level trenoid oil pressure is generated in the oil path 1H, the upper end oil in the figure is The high level solenoid pressure enters the chamber 524, and the application of the hydraulic pressure causes the spool 522 to
is set to the lower position in the figure and reaches the first speed position, and when the second solenoid valve S2 is energized and the pressure oil in the oil passage 1H is increased by 1 to 1 to reach the low level solenoid pressure, the spool 522 is set to the upper position in the figure. is set to obtain a position other than the first speed.

At 3rd and 4th speed, oil passage 1 and 2-3 shift valve 53
0 from the oil passage 1C communicating with the oil passage 1B through the lower end oil chamber 5
Line pressure is applied to 23, and the spool 522 is fixed upward in the figure regardless of the solenoid pressure.

The 2-3 shift valve 530 includes a spool 532 with a spring 531 installed in front of it in the lower part of the drawing, and when the first solenoid valve S1 is energized, the oil passage 2 becomes a low level solenoid pressure, and the spool 532 is activated by the spring. 531, it is set upward in the figure and becomes the 1.2nd and R speed position, and the 1st
The solenoid valve S1 is de-energized in the oil passage 2F.
A high level solenoid pressure is generated and applied to the oil chamber 534, and due to the action of this solenoid pressure, the spool 532 is set to the lower position in the figure and becomes the 3rd and 4th speed positions. When line pressure is supplied to the oil passage 4, the line pressure is supplied to the lower end oil chamber 533, and the spool 532 is fixed upward in the figure regardless of the solenoid pressure.

3-4 Shift] The valve 540 is provided with a spring 541 at the lower side (as shown in the figure), and the spool 542 is moved 1lifi, and when the second solenoid valve S2 is de-energized, the valve 540 is connected to the upper end oil chamber through the oil passage 1. A high level solenoid pressure is applied to 543, the spool 542 is set to the lower position in the figure, which is 4th speed (overdrive), and when the second solenoid valve S2 is energized, the oil passage 1H is under initial pressure. , the spool 542 is set upward in the drawing by the action of the spring 541. When line pressure is supplied to the lower end oil chamber 544 via the oil passage 1 or oil passage 3.2-3 shift valve 530 and oil passage 1A, the anti-pool 542 moves upward in the figure due to the line pressure and the action of the spring 541. (other than 4th gear).

The cutback valve 460 receives a spring front part of a spring 461 installed in front from above in the figure, and has a spool 462 from the other side that is displaced in response to the line pressure of the oil passage 2A, and the line pressure is supplied to the oil passage 2A. Then, the spool 462 is set upward in the figure to communicate the oil passage 9 where throttle pressure is generated with the cutback loaf output oil passage 9A to cut back the throttle pressure and output it. [Ittle valve 5
A cutback pressure is applied to the lower end land 507 of the spool 502 shown in FIG. Due to this level down of the throttle pressure, the spool 432 of the pressure regulating valve 430 which uses the throttle pressure as input oil pressure is displaced upward in the figure, and the line pressure of the oil passage 1 is discharged from the drain boat 435 and the level is lowered. A so-called line pressure cut-back is performed.

The first accumulator control valve 480 has a spool 481 at the bottom in the figure, a plunger 483 connected in series with the spool 481 at the top in the figure, and having a spring 482 installed in front of it,
The spool 481 is connected to the lower end oil chamber 48 from below through the oil passage 1.
4, and is displaced by the spring load from the spring 482 from above and the feedback of the output oil pressure applied from the oil path 1M to the upper end oil chamber 485 via the orifice 633, and is supplied from the oil path 1. The line pressure is regulated and output as output oil pressure from the oil path 1M to the second accumulator control valve 490.

The second accumulator control valve 490 has a spool 492 provided with a spring 491 in front of it in the lower part of the drawing, and an orifice 496 is formed in the upper end land 493 of the spool 492 to communicate the upper end oil chamber 494 and the intermediate oil 495. The spool 492 receives a spring load from the spring 491 from below and a throttle modulator pressure applied from the oil passage 9 to the lower end land 49γ of the spool 492, and the spool 492 receives a spring load from the oil passage 9 from the oil passage 1H through the orifice 496. The feedback hydraulic pressure applied to 494 is displaced by the feedback hydraulic pressure applied to
Back pressure chamber from 71, 581, 591! +72.582
．． 592 and each Aki comb mulator 570.58
The previous day's control of 0.590 was set to 11, and the back pressure chamber 572.
The back F [output hydraulic pressure from 582.592 is applied to the upper end land 493 via the oil path, and the spool d2 is set downward in the figure, and the oil path and the drain 1 = II99
is passed through the intermediate oil chamber 495, and the back L (output oil pressure is 1)l pressure is supplied to the oil passage 11.

Next, the hydraulic pressure 1 is applied to the manual shift 1 of the manicoal valve 510.
1 control device 11 (to) will be explained below.

As shown in Table 3, oil passage 1 is in contact with both oil passages 2-h and 5. As shown in Table 1, the first solenoid valve 8
Is 1 a pass? Th, second solenoid valve 52 (j, outrageous?
It has been U. For this reason, the spool 522c of the 1-2 shift valve 520 is for the high-level solenoid B-11, and the spool 532 of the 2-3 shift valve 53 () is moved downward (as shown in the figure) by the action of the spring 531. located above,
The spool 142 of the 3-4 shift valve 540 for supplying line pressure to the lower end oil 'i' of the valve 540 (544 through the oil passage 18 to the 3-4 shift 1) is set upward in the figure. Oil passage 1.3-4 shift valve 54 without going through the 221 Al valve 510
0, the force of the clutch CO, which is in communication with the flow rate control valve 601 and the oil passage 1 through the flow control valve 601 and the oil passage 1, is engaged.

When the manual valve 510 is set to the [) range.

Table 3 (as shown in J), when line pressure is supplied to the oil passage 2, the life of the clutch C1 is increased.

Bonjin in Chinese painting 11. ) is shown in Table 2. 1st solenoid valve S1 is energized, second solenoid valve S
2 is de-energized and 1-2 shift 1~? 520 spool 5
22G is located in the lower part of the diagram, and oil passages 3B and 2A that connect to plays 181 and B2 are exhausted, and oil pressure is not supplied to oil passage 5C that connects to brake B3, so brakes B1, B2, and B3 are released. At the same time, the spool 532 of the 2-3 shift valve 530 is discharged from the IC oil passage 1B, which is set upward in the figure, releasing the clutch CO.
Since line pressure is supplied to the lower end oil chamber 544 of the 3-4 shift valve 540 via the oil path 1A, the spool 542 is set upward in the figure, and the oil path 1.3-4 shift 1 to valve 5401 oil path 1F The oil passage 1B engages with the clutch CO via υI.
Clutch C2 is released, and since line pressure is supplied to oil passage 1F, oil passage 1D is initially pressurized and brake B is applied.
O is released, and when the vehicle speed reaches a preset speed according to the throttle opening during the 3° gear shift, in which the first speed running is performed as described above, the second solenoid valve S2 is energized by the output of the electronic control device. Since the solenoid pressure applied to the upper end oil chamber 524 of the 2 shift valve 520 is reversed to the low level, the 1-
The spool 522 of the 2-shift valve 520 moves upward in the figure, and oil pressure is supplied through the oil passage 2.1-2 shift valve 520, the oil passage 2A, the flow ω control valve with check valve 608, and the oil passage 2B, and the oil pressure is supplied to the brake B2. When the vehicle speed, throttle opening, etc. reach predetermined values, the upshift to the 3rd gear is performed by the output of the electronically controlled Il device. The solenoid valve S1 is de-energized, the spool 532 of the 2-3 shift valve 530 moves downward in the figure, and the oil passage 1
．． 2-3 shift valve 530, oil passage 113. Shirttle valve 6
02, hydraulic pressure is supplied through the flow control valve with DIEC valve 603 and the oil path 1P, and the clutch C2 is engaged, and at the same time 1-2
The spool 522 of the shift valve 520 is connected to the line pressure supplied from the oil passage 1C to the lower end oil chamber 523 in the upper part of the figure (the first
(other than speed).

Upshifting to 4th speed
The solenoid pressure that was being supplied to the lower end oil chamber 543 of the 3-4 shift valve 540 is reversed to a high level, the spool 542 of the 3-4 shift valve 540 moves downward in the figure, and the pressure in the oil passage 1F is exhausted. At the same time, oil pressure is supplied to the oil passage 1D, and oil pressure is supplied to the oil passage 1G via the check valve A and the flow control valve 605, and the clutch CO is released and the brake BO is engaged.

When manual valve 510 is set to S range.

As shown in Table 8, line pressure is applied to oil passage 3 in addition to oil passage 2.
be provided. 1st, 2nd, and 3rd gears (Although the same shift 1- as in the above D range is performed, oil passage 1 or (, 1 oil passage 3.
2-3 shift valve 530, 3-4 shift 1~ via oil path 1A
Line pressure enters the lower end oil chamber 544 of the valve 540 and the spool 5
Since 42 is set upward in the drawing, a shift to the fourth speed is prevented. Also, in the 2nd) case (well, like the second speed of the D range, line pressure is supplied to Co, CI, and B2, and at the same time, from oil path 3 to 2-3 Gino 1-valve 530, oil path 3
A', 1-. 2 shift valve 520, intermediate day 8''-s 1~upper dirator valve 54 via oil passage 3D.
5, the hydraulic pressure regulated by intermediate day eight course 1 to modulator valve 545 is supplied to oil passage 3B, brake B1 is engaged, and both constant brake gear B2 and brake B1 are engaged. 2nd speed is achieved, in which S range 2nd speed engages, and in the S range 2nd speed, the engine brake is applied and the transmission is applied during coasting.]・Lux capacity increases.

In addition, if the manual valve 510 is in the D position and the D-S shift is performed manually while driving in 4th gear, the line pressure is immediately introduced into the lower end oil chamber 544 of the 3-4 silato valve 540 as described above. A downshift is made to third gear.

When the Mar-1 Al valve 510 is set to the L range.

As shown in Table 3, line pressure is supplied to oil passage 4 in addition to oil passage 2 and oil passage 3. In the 1st and 2nd speeds, the same shift as in the D range is performed, but from the oil passage 4 to the 2-3 shift valve 5.
30-1・Line pressure is applied to the curved seedling 533, and the spool 5
32 is fixed at the upper position in the figure, so no shift to third speed occurs. In addition, the 1st speed is oil passage 4.2-3 shift valve 530, oil passage 4A, low] - stromodicollator valve 550, oil passage 4B.
, 1-2 shift valve 520, and hydraulic pressure supplied through oil path 5G to engage brake B3 and effect engine braking. Also, in 2nd gear, the manual
This is the same as when 510 is shifted to the S range. While driving in 3rd gear [range (when manually shifted), the lower end oil chamber 53 of the 2-3 shift valve 530
By introducing line pressure to 3, a downshift is immediately performed to the second speed, and when the speed has been reduced to the planned speed, the output of the electronic control V, energizes the second solenoid valve S2,
Causes a 2-1 downshift.

When the manicoal valve 510 is set to the R range.

As shown in Table 3, oil passages 2.3.4 are evacuated and hydraulic pressure is supplied to oil passage 5. Clutch C1 Brake B1, B
Clutch C1 and brakes B1 and B2 are released because line pressure is not supplied to oil passage 2.3 communicating with C2. The hydraulic pressure supplied to the oil path 5 is transferred to the shuttle valve 6.
02, the clutch C2 is engaged via the flow control well with check valve 603 and the oil path 1P, and the 1-2 shift 1 to valve 520 are
Since line fluid is supplied to the lower end oil chamber 523 via the oil passage 1C, the spool 522 is set upward in the figure, line pressure is supplied to the oil passage 5C, and the brake B3 is engaged. Since the first solenoid valve S1 is energized, 2-
The solenoid pressure in the upper end oil chamber 543 of the 3rd shift valve 540 is at a low level, the spool 532 is set upward in the figure, and the
-4 Line pressure is supplied to the lower end oil chamber 544 of the shift valve 540, and the spool 542 is set upward so that the oil passage 1
-4 Line fluid is supplied to the oil passage 1F via the shift valve 540 to engage the clutch CO, and the oil passage 1D communicating with the brake BO is discharged, so the brake BO is released and reverse (reverse) ) A run is made.

The operation set to R1 non-ge will be explained based on the graph of FIG. 3. The solid line (A) is the line pressure of the oil passage 1 regulated by the pressure regulating valve 430, and the solid line (B) is the line pressure of the hydraulic servo 3-
The solid line (c) shows the supply pressure to the hydraulic servo C-2, and the solid line (e) shows the output shaft torque. In the N range state, the line pressure (A) is reduced to 5 by the operation of the pressure regulating valve 430.
．． 5kg/cm is maintained at , and the supply pressure of hydraulic servo B-3 (b) to which hydraulic pressure is supplied in the R range and the supply pressure of hydraulic servo C-2 (c) are not supplied with hydraulic pressure at this time. Therefore, the back pressure is adjusted to the line pressure (a) and is set to 2 kq/cm. At this time, the output shaft torque (E) indicates Okgf -m because the power of the intermediate transmission shaft 11 is not transmitted to the output shaft 12. When shifting from N range to R range at time 0 seconds, oil passage 5
Flows into the pressure regulating valve 430, the line pressure supplied to the lower end land 437 presses the plunger 438 downward in the drawing, and the spool 432 is moved slightly downward in the drawing via the spring 431, increasing the line pressure (A). It is assumed to be 6 kg/cm. Hydraulic servo B-3 is set to R range.
Hydraulic oil is supplied from the line pressure (a) to the hydraulic servo C-2 and hydraulic servo C-2, and the rotation speed is low (idling state), and the supply amount from the oil pump 411 is slightly insufficient. The piston 613 in the connected accumulator 600 is pressed by the spring 614 to supply the hydraulic oil accumulated in the accumulator chamber 612 to the oil passage 1, thereby supplementing the amount of hydraulic oil supplied from the oil pump 411.
To prevent the line pressure (A) from decreasing, the hydraulic servo B-
3 and hydraulic servo C-2. Oil road 5.
1-2 shift valve 521, hydraulic servo B via oil path 5C
-3, and hydraulic servo C-, via oil path 5.1C11P.
Hydraulic servo C-2 is supplied to oil passage 1 at the same time.
Since the brake B3 is connected to the 7-kilometer mullet 580 via P, the brake B3 is first engaged and the third planetary gear unit U
2's carrier P2 is fixed, and the clutch C2 accumulates pressure due to the action of the accumulator 580, is delayed, and hydraulic oil is gradually supplied to the hydraulic servo (-2), and the clutch C2
is engaged smoothly, and the power transmitted to the intermediate transmission shaft 11 at a reduction ratio of 1 due to the engagement of the clutch CO is transferred to the clutch CO.
1 connection drum 30, is transmitted to the sun gear S2 of the third planetary gear unit U2 via the sun gear, and the rotation of the pinion gear 4
drive the ring gear R2 through the output shaft 12 to set the reduction ratio -
A power of 1/r (r-number of teeth of sun gear S2/number of teeth of ring gear R2) is transmitted and output as output shaft torque (e) (output on the negative side is for reverse running).

The manual valve 510 is shifted to each range D or S, line pressure is generated in the oil passage 2, and the d 1-2 shift valves 52
If 0 is set at the lower position in the diagram (other than 1st speed),
Line pressure resides in the oil path 2A, and the lock-up relay valve 42
The oil is supplied to the upper end oil chamber 421 of No. 0 through the oil passage 2D. When the third solenoid valve S3 is energized together with this line pressure and the oil pressure in the upper end oil chamber 421 is at a high level, [
) The spool 422 of the pull-up relay valve 420 is moved downward in the figure to connect the oil passage 6 and the oil passage 6B, and the direct coupling clutch 209 installed in the torque converter 200 is engaged by hydraulic pressure, and the torque converter 200 is directly coupled. state. If no line pressure is generated in the oil passage 2A or even if line pressure is generated in the oil passage 2△, the third solenoid valve S3 is de-energized and a low level solenoid pressure is generated in the upper end oil chamber 421, the oil passage is 1 to the small end oil chamber 424, the spool 422 is positioned upward in the figure.

While the spool 422 is positioned upward in the figure, the oil passage 6 is in communication with the oil passage 6Al, and the direct coupling clutch 209 provided in the torque converter 200 is disengaged.

Note that when the spool 422 is set upward in the figure (not in a lock-up state), the torque converter 200
The secondary line pressure (torque converter pressure) supplied to the oil passage GB4 is supplied to the oil cooler 0/C via the lock-up relay valve 420 and the oil passage 6C, and the spool 422 is set at the lower position in the figure. (when in the lock-up state), the oil is supplied from the oil passage 6 to the oil cooler 0/C via the oil passage 6C from the orifice 427 provided in the sleeve 425, and from the oil passage 1 to the sleeve 425 of the lock-up relay valve 420. Formed orifice 4
26 to oil cooler 0/C via oil passages 6F and 6C.
supplied to

In the above embodiment, back pressure was not applied to the Aki comb generator 600, but back pressure may be applied. Further, the back pressure in that case may be changed depending on the shift position.

In the above embodiment, the accumulator 600 is provided upstream of the manual valve 510, but it may also be provided downstream of the manual valve 510 in accordance with the oil passage.

In the above embodiment, the accumulator 600 is replaced by the pressure regulating valve 4.
30, but there is also an oil pump 41 on the downstream side.
It may be provided between the downstream of 1 and the downstream of 1.

[Brief explanation of drawings]

FIG. 1 shows a hydraulic circuit of a hydraulic control device for a vehicle automatic transmission to which the hydraulically controlled automatic transmission of the present invention is applied, and FIG.
Figure 3 is a cross-sectional view of a vehicle automatic transmission system to which the hydraulic control device shown in the figure is applied. FIG. 4 is a schematic diagram of an automatic transmission currently in use, and FIG. 5 is a hydraulic circuit of a hydraulic control device not shown in FIG. 4 but applied to the automatic transmission.

Claims (1)

[Claims] 1) Hydraulic control system consisting of a speed change drive device that changes the speed of an automatic transmission, and a hydraulic control device that receives vehicle running conditions such as throttle opening and shift position as input and controls the speed change drive device. A hydraulically controlled automatic transmission, wherein the hydraulic control device is provided with an accumulator that accumulates pressure of hydraulic fluid to be supplied to various parts within the hydraulic control device. 2) The accumulator is provided in the output oil path of a pressure regulating valve that adjusts the oil pressure supplied by the oil pump to the oil pressure used in the oil pressure control device. Hydraulically controlled automatic transmission as described.