JPS6145148A - Hydraulic actuator of automatic speed changing gear - Google Patents

Abstract

PURPOSE:To obtain an automatic transmission gear which can be machined easily by opposing two servo cylinders to each other, connecting oil supply passages to the cylinders, providing a communication passage between both said cylinders in the wall face wherein the bottom wall member of one of the cylinders is to be engaged with a case. CONSTITUTION:A primary cylinder S1 and a secondary cylinder S2 containing pistons 51 and 55, respectively are mounted inside an automatic transmission gear case 130. The bottom wall of the primary cylinder is formed. And a communication passage 8 which communicates both the cylinders with each other is formed in the engaging wall face of the case with a bottom wall member 53 which is engaged in the case. In addition, both the cylinders are communicated with each other by a working oil fluid supply passage 7. A displacement of the secondary piston 55 is transmitted to the primary piston 51 via a transmission member V. The needs for making a drilled hole obliquely with respect to the case and getting rid of nest holes produced at the casting process will therefore be eliminated, on account of which machining can be performed easily.

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial Application Field 1] The present invention relates to a hydraulic actuator for an automatic transmission with a double piston.

[Conventional technology] Automatic transmissions installed in vehicles etc. have a gear transmission mechanism,
That component can be removed from other components or the automatic transmission case (
transmission case); a fluid pressure actuator for engaging and disengaging the friction engagement elements; and a hydraulic actuator for engaging and disengaging the friction engagement elements; It has a hydraulic control device that selectively operates depending on the load and the like to configure a predetermined gear stage. Fluid actuators for frictional engagement elements that require a particularly high transmission torque capacity, such as brakes for achieving reverse travel, are usually provided with two pistons in series in the axial direction to obtain a large output. It looks like this.

[Problems to be solved by invention C] In the conventional hydraulic actuator for automatic transmissions, the supply passages for supplying hydraulic oil to each cylinder of the double piston are provided independently in the automatic transmission case, resulting in the following drawbacks: was there.

B>ta Machining costs are high due to the large number of machining steps and low productivity. In particular, when a communication oil passage from a hydraulic control device is provided in a case, it is often a diagonal hole due to the relationship with other parts or structures, and it is difficult to form it by casting.

The case is usually manufactured by casting aluminum alloy, and cavities are likely to form inside the case.If the oil passage is formed as an oblique hole using a drill, it is likely that the cavity will not form a good hole due to the cavities.

An object of the present invention is to provide a fluid pressure actuator for an automatic transmission that can reduce machining steps, prevent problems during machining, and improve productivity and make the automatic transmission case more compact. be.

Means for Solving Problem c] The fluid pressure actuator of the automatic transmission of the present invention includes a first cylinder provided within the automatic transmission case, and a first piston slidably fitted into the first cylinder. a bottom wall member fitted into the case and forming a bottom wall of the first cylinder; a second cylinder provided in the case in series with the first cylinder in the axial direction; and the second cylinder. a second piston slidably fitted into the second piston;
a transmission member that transmits displacement of a piston to the first piston; a working fluid supply path to either the first cylinder or the second cylinder provided in the case; the bottom wall member; It is composed of a communication path between the first cylinder and the second cylinder, which is formed by a groove provided in the fitting wall surface of the case.

(Preferred Embodiment) A hydraulic actuator for an automatic transmission according to the present invention includes a first hydraulic actuator provided in an automatic transmission case 130 as shown in FIG.
a cylinder S1; a first piston 51 slidably fitted into the first cylinder S1; a bottom wall member 53 fitted into the case 130 and forming a bottom wall of the first cylinder S1; a second cylinder S2 provided in the case 130 in series with the first cylinder S1;
The second piston 55 is slidably fitted into the second cylinder S2, and the displacement of the second piston 55 is
A transmission member U that transmits transmission to the piston 51 and the case 13
A working fluid supply path 7 to either one of the first cylinder S1 or the second cylinder S2 provided at and a communication path 8 between the first cylinder S1 and the second cylinder S2.

[Action and effect of invention] Since the present invention has the above configuration, it has the following effects.

b) 15m machining process can be reduced and costs can be reduced.

口) Eliminates machining defects caused by blowholes that occur during machining.

c) Since it is no longer necessary to provide diagonal drill holes in parallel in the automatic transmission case, the case can be made more compact.

[Example] Next, the present invention will be explained based on a first example shown in FIGS. 1 and 2.

FIG. 2 is a sectional view of the automatic transmission for a vehicle, and FIG. 1 is an enlarged view of the main parts thereof.

The automatic transmission 100 includes a hydraulic torque converter 200, a transmission 300, and a hydraulic control device 400.

The transmission 300 includes an overdrive planetary gear transmission 10 comprising a first planetary gear set p1, one multi-disc clutch C01 operated by a hydraulic servo, one multi-disc brake BO1 and one one-way latch FO, and a second planetary gear transmission 10. planetary gear set p2, third planetary gear set p3, two multi-disc clutches C1, C2 operated by hydraulic servo, one belt brake B1
．． It is composed of two multi-plate brakes 82, B3, and an underdrive planetary gear transmission bag @40 with three forward speeds and one reverse speed, which is equipped with two one-way latches F1.2.

The hydraulic servo 3- which is an embodiment of the hydraulic actuator for an automatic transmission equipped with a double piston according to the present invention.
3 is a first cylinder (outer cylinder) 81 formed on the rear inner peripheral wall of the automatic transmission case 130, and a cylindrical outer peripheral portion 51a1 slidably fitted into the first cylinder S1 in a fluid-tight manner. from the portion 51a to the brake disc b
An operating arm 51b of a cylindrical brake disc is spline-fitted to a spline line 75 extending in three directions and formed on the rear inner periphery of the transmission case 130. An operating arm 51b1 of a cylindrical brake disc is slidably fitted to the rear support 156 of the transmission case. The inner peripheral sleeve part 51c has an annular plate-shaped part 51d that connects the rear end of the cylindrical outer peripheral part 51a and the front end of the inner peripheral sleeve part 51c, and the inner peripheral wall of the inner peripheral sleeve part 51c has A first piston 511 in which an axial groove 51e is formed is adjacent to the rear side of the first cylinder s1, and the rear end is attached to the inner circumferential wall of the transmission case 130, which is stepped and has a slightly smaller inner diameter. The inner sleeve portion 5 of the first piston is fitted into the outer sleeve portion 55a1 in contact with the rear support wall 157 of the first piston.
The inner circumferential portion 55b and the outer circumferential sleeve-like portion 55 are fitted onto the inner circumferential sleeve portion 51c so that the inner circumferential sleeve portion 51c can freely slide.
An annular plate-shaped portion 55 connecting the front end of a and the inner peripheral portion 55tl
a bottom wall member 55 formed of c and forming the bottom wall of the first cylinder S1; a second cylinder S2 formed on the inner circumferential wall of the outer circumferential sleeve-shaped portion 55a; The front surface of the outer circumferential portion 53a1, which is slidably fitted, abuts the rear end of the inner circumferential sleeve portion 51C of the first piston, and is fitted onto the outer circumference of the rear support 156 in a fluid-tight and slidable manner. A second piston (inner piston) 53 having an annular plate shape and an inner peripheral portion 53b;
The second piston 5 is the inner peripheral sleeve portion 51c of the piston.
a transmission member 57 that transmits the displacement of 3 to the first piston 51; and a radial hole formed by casting in the lower shell wall of the case 130, and a transmission member 57 that communicates the lower surface of the transmission case with the first cylinder S1. 1 cylinder S1, an axial groove 8A formed simultaneously on the outer periphery of the outer circumferential sleeve-shaped portion 55a of the bottom wall member 55 at the time of casting the bottom wall member 55, and the outer circumferential sleeve in this embodiment. It consists of a communication path 8 between the first cylinder S1 and the second cylinder S2, which is formed by a radial groove 8B formed by simultaneous casting on the rear end surface of the shaped part 55a. The hydraulic oil supply passage 7 is connected to the valve body 403 in which a hydraulic control device is provided.
It is connected to via vibrator 8C. Note that the axial groove 51 in the inner circumferential wall of the inner circumferential sleeve portion 51c of the first piston
e communicates with the space 59 between the bottom wall member 55 and the second piston 53, and acts as a ventilation hole between the space M and the inside of the transmission 130.

Next, an automatic transmission for a vehicle using the hydraulic actuator for an automatic transmission of the present invention will be explained with reference to FIGS. 2 and 3.

The automatic transmission case 11o is a torque converter 200
A torque converter housing 1201 housing the overdrive planetary gear transmission 1o and an underdrive planetary gear transmission 4o A transmission case 13o1 housing the overdrive planetary gear transmission 1o and an extension housing 140 covering the rear side of the automatic transmission 100. The transmission case 130 and the extension housing 140 are each fastened with a large number of bolts so as to have coaxial cores.

The torque converter 200 is housed in a torque converter chamber 121 of a torque converter housing 120 that is open at the front (engine side), and is connected to an output shaft (not shown) of the engine.
a front cover 111 connected to the front cover 1;
an annular plate-shaped rear cover 112 welded to 11 at the outer periphery;
A pump impeller 205 provided around the inner wall of the inner peripheral wall of the rear cover 112, a turbine runner 206 disposed opposite the pump impeller 205, and the turbine runner 2.
06, the stator 201 supported by the fixed shaft 203 via the one-way clutch 202, the front cover 111 and the turbine shell 2.
07 is provided with a direct coupling clutch (lock-up clutch) 113 that directly couples between the two. The torque converter chamber 1
There is an oil pump 1 inside between the cylindrical transmission device ¥132 of the transmission case that continues behind the 21.
An oil pump front cover 151 having a cylindrical portion 152 protruding forward at the center thereof is fitted and fastened to the front end surface of the transmission case 130 with a bolt-like fit. An oil pump cover 154 is fastened thereto, and has a cylindrical front support 153 that is coaxial with the cylindrical portion 152 and protrudes rearward. The oil pump front cover 151 and the oil bomb cover 154 form an oil pump housing 155 and serve as a dividing wall between the torque converter chamber 121 and the transmission chamber 132. In addition, an overdrive mechanism chamber 1 is located in the middle of the transmission chamber 132.
33 and the underdrive mechanism chamber 134, an intermediate support wall 159 having a cylindrical center support 158 projecting rearward is separately cast and fitted. At the rear part, a rear support wall 157 having a cylindrical rear support 156 projecting forward is provided by integral casting. A transmission chamber 132 is formed between the partition M155 and the rear support wall 157, and the rear support wall 151 and the extension housing 1
40 forms an output shaft chamber 141 of the transmission.

Inside the output shaft chamber 141 is an electronically controlled sensor rotor 143.
, a speedometer drive gear 144 is fixedly provided to the output shaft, and the front support 15 is provided at the rear end.
A sleeve yoke (not shown) coaxial with 3 is inserted through the sleeve yoke.

The fixed shaft 20 is located inside the front support 153.
The input shaft 11 of the transmission, which is the output shaft of the torque converter 200, is rotatably supported inside the shaft 3. The input shaft 11 has a large-diameter rear end portion 12 with a flange portion 12a provided on the outer periphery behind the front support 153, and a rearward-facing central hole 13 is formed in the axis of the rear end portion 12. . Behind the input shaft 11, an intermediate transmission shaft 14 having a coaxial center with the input shaft 11 and arranged in series is rotatably provided.

The intermediate transmission shaft 14 has its tip inserted into the center hole 13 and comes into rotatable sliding contact with the inner circumferential wall of the center hole 13 via a bush (metal bearing), and has a large diameter rear end 15. A rearward-facing center hole 16 is formed in the axis. An output shaft 36 is rotatably provided behind the intermediate transmission shaft 14 and is coaxial with the intermediate transmission shaft 14 and arranged in series. The tip of the output shaft 36 is inserted into the center hole 16 of the intermediate transmission VJ shaft 14 and is in sliding contact with the inner wall of the center hole 16 via a bush. The output shaft 36 meshes with the ring gear R2 of the third planetary gear set p3 at the intermediate portion 37 and is spline-fitted with a flange plate 82 provided with a shaft support 81 projecting rearward.
It is spline-fitted to the sleeve yoke (not shown).

In the overdrive mechanism chamber 133, the input shaft 1
A first planetary gear set p1 is provided on the rear side of the
The ring gear RO has a flange plate 22 on the intermediate transmission shaft 14.
The planetary carrier PO is connected to the input shaft 1 through
The sun gear SO is connected to the flange portion 12a of the inner race shaft 23 and is formed on the inner race shaft 23. On the front side of the first planetary gear set p1, a first hydraulic servo drum 24 that opens rearward is fixed to an inner race shaft 23, and an annular piston 25 is fitted between the outer peripheral wall of the drum and the inner race shaft 23. A return spring 26 is provided on the inner race shaft 23 side.
A clutch CO is installed inside the outer peripheral wall, and the clutch C
It is connected to the planetary carrier PO via O.

An inner race shaft 23 is attached to the inner circumference of the first hydraulic servo drum 24.
A one-way latch FO with an inner race is provided,
A clutch CO and a brake BO are provided on the outer periphery between the outer race 27 and the transmission case 130, and a piston 29 is fitted into the front side of the outer cylinder part 31 of the intermediate support wall 159 on the rear side, and a hydraulic servo B of the brake Bo is provided.
-0, and a return spring 32 is fitted into the tip of the outer cylindrical portion 31.

Inside the underdrive mechanism chamber 134, first, at the front, a second hydraulic servo drum 41 that opens rearward is rotatably fitted onto the center the boat 158, and an annular piston 42 is fitted between its inner and outer circumferential walls to operate the clutch C2. A hydraulic servo C-2 is formed, a return spring 44 is mounted on the inner circumferential wall, and a clutch C2 is mounted on the inner circumferential wall. On the rear side of the second hydraulic servo drum 41, a third hydraulic servo drum 46 having a rear opening and a clutch hub 35 welded to the front is fixed to the rear end portion 15 of the intermediate transmission shaft 14. An annular piston 47 is fitted between the portion 15 and the outer circumferential wall to control the hydraulic servo C of the clutch C1.
-1 and a return spring 49 on the inner circumferential side.
Furthermore, a clutch C2 is attached to the outer periphery of the clutch hub 35, and a second hydraulic servo drum 41 is connected via the clutch C2.
, and a third hydraulic servo drum 46 are connected.

A second planetary gear set p2 is provided on the rear side of the third hydraulic servo drum 46, the ring gear R1 of which is connected to the third hydraulic servo drum 46 via a clutch hub 48 and a clutch C1, and a planetary carrier P1. is spline-fitted to the tip of the output shaft 36, and the sun gear S1 is integrally formed with the sun gear shaft 45. Also,
Second hydraulic servo drum and third hydraulic servo drum 41
．． 46 and the second planetary gear set p2 in a minimum space, the connecting drum 60 is fixed at its tip to the outer periphery of the second hydraulic servo drum 41, and its rear end is attached to the rear end of the second planetary gear set p2. It is connected to the sun gear shaft 45 on the side, and a belt (band) brake B is attached on the outer circumferential side.
1 is provided.

Transmission case 1 on the rear side of the brake B2
30, the brake disc b2 of the brake B2, the outer spline of the fourth hydraulic servo drum 72, and the brake disc b3 of the brake 83 are spline-fitted from the front to the spline line 75 formed on the inside of the brake member 30, and the rear support wall 157 on the rear side The first piston 51 is located in the annular space between the outer peripheral side of the rear support 156 and the transmission case 130.
, the second piston 53, and the bottom wall member 55 are fitted to form the hydraulic servo 3-3 of the brake B3, and the return spring 79 of the hydraulic servo 3-3 installed in front of the first piston 51 serves as a rear support. 156 is supported by a flange plate attached to the tip. The brake B
2 is provided with a one-way latch F1 having the sun gear shaft 45 as an inner race, an outer race 39 is connected to the brake B2, and an inner race 83 is provided on the rear side of the one-way clutch F1 with a fourth hydraulic servo motor. 1< A one-way clutch F2 spline-fitted on the inner diameter of the drum 72 is installed. In the third planetary gear set p3, a sun gear S2 is integrally formed with the sun gear shaft 45, is connected to an outer race 86 of a one-way clutch F2 on the planetary carrier p21%nQ side, and is connected to a brake B3, and a parking gear 85 on the outer periphery. A ring gear R2 surrounding the output shaft 36 is connected to the intermediate portion 37 of the output shaft 36. When the shift lever of the automatic transmission is selected to the parking (P) position, the parking claw 84 engages with the parking gear 85 to fix the output @36.

An intermediate cylinder 71 is press-molded on the annular fourth hydraulic servo drum 72 that is open to the front, and an annular piston 73 is fitted between the fourth hydraulic servo drum 72 and the intermediate cylinder 71 to control the hydraulic servo B of the brake 82. -2, a return spring 74 is installed between the inner peripheral wall of the fourth hydraulic servo drum 72 and the intermediate cylinder 71, and a brake B2 is installed inside the outer peripheral wall.

The transmission 300 changes the transmission case 1 according to vehicle driving conditions such as vehicle speed and throttle opening.
The engagement of each clutch and brake is controlled by hydraulic pressure selectively output to the hydraulic servo of each friction engagement device from a hydraulic control device 400 in a valve body 403 built in an oil pan 401 fastened to the lower part of the valve 30 by a bolt 402. The gears are engaged or released, resulting in four forward speeds or one reverse speed change. The operation of each clutch, brake, and one-way clutch and the gear position (RANGE) achieved
- Examples are shown in Table 1.

Table 1 In Table 1, E indicates that the corresponding clutch or brake is engaged. (L) indicates that the corresponding one-sided clutch is engaged only in the engine drive state and is not engaged in the engine brake state. Furthermore, although the corresponding one-sided clutch is engaged in the engine drive state, its engagement is not necessarily required because power transmission is guaranteed by a clutch or brake built in parallel. (lock). Roughly f indicates that the corresponding one-sided clutch is free. A rough cross indicates that the corresponding clutch and brake are released. 0 in Sl and S2 indicates that the solenoid is ON. The × in Sl and S2 indicates that the solenoid is OFF.

◎ in S3 indicates a case where the direct clutch can be turned on according to the duty ratio of solenoid S3.

Figure 3 shows the hydraulic control bag @40 of the automatic transmission shown in Figure 2.
0 hydraulic circuit is shown.

The hydraulic circuit includes an oil strainer 410, an oil pump 411, a cooler bypass valve 415, a pressure relief valve 416, and a release clutch control valve 417, which are fastened to the lower surface of a hydraulic valve body 403 built into an oil pan 401 shown in FIG. , a release brake control valve 418, a lock-up relay valve 4201 which is the first spool valve of the present invention, a pressure regulating valve (regulator valve) 430, a second pressure regulating valve 450, a cutback valve 460, and a lock-up relay valve 4201 which is the first spool valve of the present invention, a second pressure regulating valve 450, a cutback valve 460, and a a lock-up control valve 4 that controls the speed of exhaust pressure from the drain oil passage 6 [) from the lock-up relay valve 420;
70, first accumulator control valve 480, second accumulator control valve 490, throttle valve 500, manual valve 51 which is a hydraulic pressure switching valve manually operated by the driver.
0. Each shift valve (1-2) is an automatic hydraulic switching valve.
shift valve 520.2-3 shift valve 530.3-4 shift valve 540), intermediate coast modulator valve 545 that adjusts the hydraulic pressure supplied to the brake B1 and cuts off the hydraulic pressure supplied to the brake B1 during third gear;
Low coast modulator valve 550 that adjusts the hydraulic pressure supplied to brake B3, accumulator 5601 that smoothly engages and releases clutch CO, accumulator 570 that smoothly engages brake BO, and smoothly engages clutch C2. Accumulator 58
01 The accumulator 590 that smoothly engages the brake B2, the check rotation flow rate control valve that controls the flow m of pressure oil supplied to each hydraulic servo of the clutches C01, C2, and the brakes 80, B1, 82, and B3. Aperture) 601.603.604.605.606.60
7.608.609, Shuttle valve 602, electronic circuit (
The 2-3 shift valve 530 is opened and closed by the output of the computer).
First solenoid valve S1.1-2 shift valve 5 that controls
A second solenoid valve S2 that controls both the 20 and 3-4 shift valves 540, and a third solenoid valve S3 that is a control means in the present invention and controls the lock-up relay valve 420 and the lock-up control valve 470. , and in parallel with the lock-up control valve 470 in an oil path connecting each valve and between the hydraulic cylinders of the clutch and brake, and in a drain oil path 6D from the lock-up relay valve 420 when the direct coupling clutch 50 is released. It consists of a throttle suitably inserted into each oil passage including the provided throttle rl, and S indicates an oil strainer provided between each oil passage.

Hydraulic oil pumped up from the oil pan 403 by the hydraulic pump 411 via the oil strainer 410 is adjusted to a predetermined oil pressure (line pressure) by the pressure regulating valve 430 and then supplied to the oil path 1 . Excess pressure oil flowing into the oil passage 6 connected to the oil passage 1 via the pressure regulating valve 430 is transferred to the second pressure regulating valve 45.
0, the pressure is regulated to a predetermined secondary line pressure (torque converter pressure), lubricating oil pressure to lubricating oil path 1 of transmission 300 and lubricating oil path L2 of extension housing 140. Also, a part of the oil pump discharge port is connected to the lock-up relay valve 42 from the oil passage 1 or oil passage 6.
0 to the oil cooler O/C and is cooled.

The pressure regulating valve 430 has a spool 432 with a spring 431 installed in front of it in the upper part of the figure, and a plunger 438 that is in series contact with the spool 432.
The plunger 438 is connected to the plunger 438 through the oil passage 9 from above in the figure.
It receives the throttle pressure applied to the upper end land 436 and the spring load by the spring 431, and also receives the line pressure applied from the oil passage 5 to the lower end land 437 of the plunger 438 when moving backward, and the spool 432
It is displaced in response to the feedback pressure of the line pressure applied to the lower end land 433, and adjusts the communication area between oil passage 1, oil passage 6, and drain boat 435, and applies line pressure to oil passage 1 according to vehicle running conditions. Output.

The manual valve 510 is provided in the driver's seat and is connected to a shift lever (select lever) for selecting a gear shift range, and is manually operated to select P (park), R (reverse), or R (reverse) according to the shift lever range. N to neutral)
, D (drive), S (second), or L (low) position. Table 2 shows the communication state between oil passage 1 and oil passages 2 to 5 in the shift range of each shift lever.

○ indicates that each oil passage 2 to 5 communicates with oil passage 1 and line pressure is supplied, and × indicates that each oil passage 2 to 5 is discharged to the drain boat of the manual valve. .

Table 2 The throttle valve 500 is configured such that a cam 505 rotates according to the amount of depression of the accelerator pedal, and a throttle plunger 50
1 strokes, the spool 502 is moved via the spring 503 between the plunger 501 and the spool 502 with the spring 504 installed on its back, and the line pressure supplied from the oil path 1 is adjusted to the throttle pressure according to the throttle opening degree. The pressure is regulated and output to oil line 9.

The lock-up relay valve 420 has a configuration in which a spool 422 (upper part in the drawing) and a plunger 424 (lower part in the drawing) are connected in series with a spring 426 in between. Spool 4
22 are the illustrated upper end land 422A and intermediate land 422B.
The solenoid pressure Ps of the oil passage 2D is connected from above to the oil passage 2A via the throttle rlo and is provided with the solenoid valve S3.
1, when the solenoid pressure Ps is less than the set value PS1 shown in FIG. A drain oil passage 6 is set upward and communicates between the oil passage 6, which is the hydraulic pressure source of the torque converter 200, and the direct clutch release oil passage 6^, and in this embodiment, the drain oil passage 6 is a circulation oil passage for the oil cooler.
C and the engagement of the direct clutch connect the oil passage 6B. As a result, the clutch release side surface 5 of the clutch disc 50
At 0A, the oil pressure becomes higher than that of the clutch engagement surface 50B, the clutch disc 50 separates from the friction surface 20 of the front cover, and the direct coupling clutch 80 is released. Further, when the solenoid pressure Ps of the oil passage 2D is equal to or higher than the setting range Ps'2, the spool 422 is set downward in the drawing, the oil passage 6 is connected to the oil passage 6B, and the oil passage 6A is connected to the oil passage 6A through the throttle RL in this embodiment. It communicates with the drain oil passage 6D which communicates with the drain boat 47b of the lock-up control valve 470 which also serves as a relief valve. As a result, the clutch engagement surface 5 of the clutch disc 50
The oil pressure at 0B becomes lower than the oil pressure at the clutch release surface 50A, the clutch disc 50 is brought into pressure contact with the friction surface 20, and the direct coupling clutch 80 is engaged. In this case, the solenoid pressure in the oil passage 2D is controlled by the duty of the solenoid valve S3, so precise hydraulic control is possible according to vehicle running conditions such as vehicle speed and throttle opening, and the pressure can be lowered smoothly. The direct clutch can be smoothly engaged and released through the clutch state.

The lock-up control valve 470 is connected to the spool 472.
(lower part in the figure) and a large-diameter plunger 474 (upper part in the figure) are connected in series, and a spring 476 is placed behind the lower end of the spool 472. Upper end oil chamber 471 shown in large diameter land 474A of spool 472 and plunger 474
receiving the solenoid pressure PS of the oil passage 2D applied to the
The spring load of the spring 476 is applied from below to the spool 472 and the lower oil chamber 47 from the oil passage 1 is applied to the spool 472 from below.
7 and the illustrated lower end land 478 of the spool 472
Line pressure applied to (related to throttle pressure)
the spool 472 and the plunger 474.
It is displaced in response to the oil pressure of the drain oil passage 6D, which is supplied to the oil chamber 475 between the two through the throttle r2.

When the drain oil passage 6D is connected to the oil passage 6^, the spool 472 is displaced by the hydraulic pressure from the oil passage 60 applied to the upper end land 479 and the spring load of the spring 476 if the solenoid pressure Ps is below the set value. However, when the solenoid pressure Ps is higher than the set value, the solenoid pressure Ps and the spring load of the spring 476 displace the normally open inboard 47a and the drain boat 47b, which are connected to the oil passage 60.
The speed of draining oil from the drain boat 47b is adjusted (relief control). This exhaust pressure is applied to the clutch disk 50 of the direct coupling clutch when the M edge surface 2
This is done until it touches 0. As a result, the direct coupling clutch 8
At 0, engagement starts quickly. Oil passage 6 after the contact
The exhaust pressure of D is gradually released through the throttle rl arranged in parallel with the lock-up control valve 470, which is a relief control valve, and the direct coupling clutch capacity $ increases smoothly.

The exhaust pressure from this drain boat 47b is the solenoid pressure S
When the duty ratio of 3 is in the first region Z2, the clutch disc 5
The hydraulic pressure applied to the clutch release surface 50A of 0 is gradually lowered, and the direct coupling clutch 8 is released under a wide range of vehicle running conditions.
0 engagement is performed smoothly, and the engagement shock of the direct coupling clutch 80 is reduced. Further, a boat 47c connected to the oil passage 6 is provided above the in-boat 47a in the drawing, and when the spool 412 is set upward in the drawing, the drain boat 47b connects the oil passage 6D and the oil passage 6. is closed, and when the spool 472 is set downward in the figure, the boat 47c is closed and the oil passage 47a communicates with the drain boat 47b. Also, when the spool 472 is located in the middle, the boat 47c and the drain boat 47b
The degree of opening is adjusted by the position of the spool 472.

As a result, the pressure discharge speed from the oil passage 6o can be controlled smoothly without reducing the pressure inside the torque converter.
It is possible to improve the effect of preventing cavity sigma inside the torque converter. In this case, since the solenoid pressure in the oil passage 20 pulsates due to the duty filltflll of the solenoid valve S3, it is recommended to insert a relatively strong hydraulic vibration damping device such as a throttle or a capacitor in the portion of the upper oil chamber 471 near the inboard. desirable. Similarly, in order to prevent the spool 472 from swinging, it is preferable to attach a damping device such as a throttle to each in/out boat of the lock-up control valve 470.

Further, in this embodiment, the line pressure P1 of the oil passage 1, which is an example of the oil pressure Pi that changes mainly in relation to the vehicle speed, is introduced into the illustrated lower end oil chamber 477 in which the spring 476 is installed on its back, and the line pressure P1 of the oil passage 1, which is an example of the oil pressure Pi that changes mainly in relation to the vehicle speed, is introduced. The start timing of the transmission torque and the rise of the transmission torque capacity are related to vehicle running conditions. This allows the engagement of the direct coupling clutch to be optimally controlled over a wide range of vehicle driving conditions.

The first Trayed valve S1 generates high-level solenoid pressure (equal to line pressure) in the oil passage 2G that communicates with the oil passage 2 through the throttle 11, and when energized, discharges the pressure oil in the oil passage 2G to a low level. of solenoid pressure.

The second solenoid valve S2 generates high-level solenoid pressure in the oil passage 1H that communicates with the oil passage 1 via the throttle rl2 when it is not energized, and discharges the pressure oil in the oil passage 1H when it is energized to generate a low-level solenoid pressure. arise.

The third solenoid valve S3 is connected to the oil chamber 4 at the upper end of the lock-up relay valve 420 which is duty-controlled as described above and communicates with the oil passage 2D via the throttle rlo.
21 and the oil pressure in the illustrated upper end oil chamber 471 of the lock-up control valve 470.
O), de-energized (×), and the shift position of the shift lever,
The relationship between the shifting states of an automatic transmission is shown.

The 1-2 shift valve 520 includes a spool 522 with a spring 521 placed on its back in the lower part of the figure. The high-level solenoid pressure enters the oil chamber 524, and the application of the oil pressure causes the spool 522 to be set downward in the figure to the first speed position, and the solenoid valve S2 is energized (ON), so that the pressure oil in the oil path 1H is turned on. When the pressure is exhausted to a low level solenoid pressure, the spool 522 is set upward in the figure to obtain the second speed position. In the 3rd and 4th speeds, line pressure enters the lower end oil chamber 523 from the oil passage 1C that communicates with the oil passage 1B via the oil passages 1 and 2-3 shift valve 530, and the spool 522 operates regardless of the solenoid pressure. It is fixed at the top as shown.

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 figure, and the solenoid valve $1 is energized and the oil passage 2G has a low level solenoid pressure. Due to the action of
1 is de-energized, high-level solenoid pressure is generated in the oil passage 2G 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 the spool 532 is set to the 3rd and 4th speed positions. Become. 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 locked in the upper position in the drawing, which is between the first and second speeds.

The 3-4 shift valve 540 includes a spool 542 with a spring 541 installed in front of it in the lower part of the figure, and the oil passage 1.2-3 shift valve 5
30. During the first and second speeds in which line pressure is supplied to the lower end oil chamber 544 via the oil passage 1B, the spool 542 moves as shown in the figure regardless of the solenoid pressure due to the action of the line pressure and the spring 541. It is locked upwards (3rd gear),
In the second and third speeds, when the solenoid valve S2 is energized and the pressure in the oil passage 1H is exhausted to a low level oil pressure, the spool 542 is set upward in the figure by the action of the spring 541, and in the fourth speed, the solenoid valve S2 is inactive. When energized, high-level solenoid pressure is generated in the oil passage 1H and applied to the upper end oil chamber 543, and the spool 542 is set downward in the figure by the action of this solenoid pressure.

The cutback valve 460 receives the spring load of a spring 461 installed in front from above in the figure, and has a spool 462 that is displaced in response to the line pressure of the oil passage 2A from the other side, and the line pressure is supplied to the oil passage 2A. Then, the spool 462 is set upward in the drawing to communicate the oil passage 9 in which throttle pressure is generated with the cutback pressure output oil passage 9A to output the throttle pressure as cutback pressure, and the throttle valve 50
A cutback pressure is applied to the lower end land 507 of the spool 502 shown in FIG. Due to this reduction in the level of the throttle pressure, the spool 432 of the regulator valve 430 which uses the throttle pressure as the input oil pressure is displaced upward in the figure, and the line pressure in the oil passage 1 is reduced in level, so-called line pressure cutback is performed.

First accumulator control valve 480
has a spool 481 at the lower side in the figure, is connected in series with the spool 481 at the upper side in the figure, has a spring 482 in front, and has the upper end of the spool side outer circumference included in the figure lower end of the plunger side outer circumference of the spool 481 ( The spool 481 has a large diameter plunger 483 formed with a cylindrical part that protrudes (downward in the figure), and the spool 481 is connected to the lower end oil chamber 483 from below through the oil passage 1.
The line supplied from the oil passage 1 is displaced by receiving the line pressure from above, the spring load from the spring 482 from above, and the feedback of the output oil pressure applied from the oil passage 1M to the upper end oil chamber 485 via the throttle r13. Adjust the pressure and output oil pressure P
1 and is output to the oil path 1H.

The second accumulator control valve 490 has a spool 492 with a spring 491 installed in front of it in the lower part of the drawing, and an upper end land 493 of the spool 492 has a throttle r14 and a curved hole 49.
4 is formed and communicates the upper end oil v495 and the intermediate oil chamber 496. The spool 492 receives a spring load from the spring 491 from below and a throttle pressure Pth applied from the oil passage 9 to the large diameter lower end land 497 of the spool 492.
The output oil pressure P1 of the first accumulator control valve is displaced in response to feedback of the output oil pressure (accumulator control pressure Pa) applied from above to the upper end land 493 via the oil path 1H and the throttle r14, and is supplied from the oil path 1H. is regulated and outputted to oil passage 1Q as accumulator control pressure Pa.

Next, the operation of the hydraulic control device 11 by manual shifting of the manual valve 510 will be explained.

When manual valve 510 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 as shown in Table 1, the first and second solenoid valves S1
is energized, and S2 is de-energized.

Therefore, 1-2 shift valve 520, 2-3 shift valve 530
．． The spools of the 3-4 shift valve 540 are all positioned upward in the figure by the action of springs. Only the clutch CO, which is directly connected to the oil passage 1 through the 3-4 shift valve 540, the oil passage 1F, and the check valve material flow control valve 601 without the manual valve 510, is engaged.

When manual valve 510 is shifted to D range.

As shown in Table 2, line pressure is supplied to oil passage 2 and clutch C1 is engaged.

When the vehicle starts, as shown in Table 1, solenoid valve S1 is energized, solenoid valve S2 is de-energized, and 1-2 shift valve 520 is activated.
The spool 522 of the brake B1.8 is located at the bottom in the figure.
The oil passages 3B and 2A that connect to the brake
Since oil pressure is not supplied to the oil passage 5C that communicates with the brakes B1, 82, and B3, the brakes B1, 82, and B3 are released, and the vehicle runs in the first speed. During automatic gear shifting, when the vehicle speed reaches a preset value as shown in Table 1, the computer outputs the solenoid valve S.
2 is energized and the solenoid pressure applied to the oil chamber 524 of the 1-2 shift valve 520 is reversed to the low level, so that the 1-2 shift valve 520 is energized.
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, and the check press flow control valve 608, and the brake B2 is engaged and the spool 522 moves upward in the figure. An upshift to 2nd gear occurs.

To upshift to 3rd gear, when the vehicle speed, throttle opening, etc. reach predetermined values, the solenoid valve S1 is de-energized by the output of the computer, and the spool 5 of the 2-3 shift valve 530 is de-energized.
32 moves downward in the figure, and oil passage 1.2-3 shift valve 53
0, oil pressure is supplied through oil path IB, shuttle valve 602, check push flow control valve 603, and oil path 1P, and clutch C2 is engaged, and at the same time, the spool 522 of 1-2 shift valve 520 is moved from oil path 1C to the lower end. The line pressure supplied to the oil chamber 523 fixes it to the upper position in the figure (near 2nd gear).

For upshifting to 4th gear, as above, the solenoid valve S2 is de-energized by the computer output, the solenoid pressure that was being supplied from the oil passage 1H to the upper end oil chamber 543 is reversed to a high level, and the 3-4 shift valve 540 The spool 542 moves downward in the figure, the pressure in the oil passage 1F is exhausted, and oil pressure is supplied to the oil passage 1P, and the oil pressure is supplied to the oil passage 1L via the check press flow control valve 605, and the clutch CO is released. At the same time, the brake BO is engaged.

When the manual valve 510 is in the S range, line pressure is supplied to the oil passage 3 in addition to the 3° oil passage 2.

In the 1st, 2nd, and 3rd gears, the same shift as in the D range is performed, but through the oil passage 3 and oil passage 1E, the 3-4 shift valve 5
Line pressure enters the lower end oil chamber 544 of the spool 542
is fixed at the upper position in the figure, so no shift to fourth gear occurs.

In the second gear, line pressure is supplied from the oil passage 2 to the oil passages 2A and 2D via the 1-2 shift valve 520, as in the second gear of the D range, and at the same time, line pressure is supplied from the oil passage 3 to the 2-3 shift valve 520. Line pressure is also supplied to the oil passage 3B via the valve 530, oil passage 3A, and 1-2 shift valve 520, so line pressure is supplied to the oil passage 3C, and the brakes B2 and B1 are constantly operated.
A second speed is achieved in which both of the two are engaged, and in the S range second speed, engine braking is applied during coasting and the transmission torque capacity is increased.

In addition, when the manual valve 510 is in the D position and a manual D-S shift is performed while driving in fourth gear, line pressure is introduced into the lower end oil chamber 544 of the 3-4 shift valve 540 as described above, and the shift is immediately performed. A downshift is made to 3rd gear, and when the speed has decelerated to the planned speed, the computer output energizes solenoid valve S1, causing a 3-2 downshift, and providing 2nd gear with engine braking.

As long as the manual valve 510 is in the L range.

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 line pressure enters the lower end oil chamber 533 of the 2-3 shift valve 530 from the oil passage 4, fixing the Subur 532 at the upper position in the figure. Therefore, no shift to third gear occurs. In addition, in the first gear, the brake B3 is engaged by the oil pressure supplied through the oil path 4.2-3 shift valve 5301 oil path 4A, low coast modulator valve 5501 oil path 4B, 1-2 shift valve 520, and oil path 5C. This allows the engine brake to work. The second speed is the same as when the manual valve 510 is shifted to the S range. Furthermore, when driving in 3rd gear and manually shifting to range, line pressure is introduced into the lower end oil chamber 533 of the 2-3 shift valve 530 to immediately downshift to 2nd gear, and the planned speed is reached. Upon deceleration, the computer output energizes solenoid valve S2, causing a 2-1 downshift.

When manual valve 510 is in R range.

As shown in Table 2, hydraulic pressure is supplied to the oil passage 5, the shuttle valve 602, the check valve material flow control valve 603, and the oil passage 1P.
Line pressure is supplied through the clutch C2 to engage the clutch C2. Also, since solenoid valve S1 is turned on, 2-3
The solenoid pressure in the upper end oil chamber 534 of the shift valve 530 is at a low level, and the spool 532 is set upward in the figure.
Line pressure is supplied from oil passage 1 to oil passage 1E, line pressure is supplied to the lower end oil chamber 544 of the 3-4 shift valve 540, and the spool 542 is set upward regardless of whether the solenoid valve is ON or OFF. , line pressure is supplied from oil passage 1 to oil passage 1F, and clutch CO is engaged. Also 1-
2 shift valve 520 is connected to the lower end oil chamber 523 via oil passage 1C.
Since line pressure is supplied to the brake B3, the spool 522 is set upward in the drawing regardless of whether the solenoid valve S2 is ON or the leaf F is ON, and the line pressure is supplied to the oil passage 5C to engage the brake B3.

Manual valve 510 is shifted to D, S1S, or L range, line pressure is generated in oil passage 2, and 1-2
When the shift valve 520 is set to the second gear position (the upper part in the figure), line pressure is generated in the oil passage 2D, and the above-mentioned direct coupling clutch control is performed.

FIG. 4 shows a second embodiment of the invention.

In this embodiment, the first cylinder s1 and the second cylinder S2
The communication path 8 is connected to the outer circumferential sleeve-shaped portion 5 of the bottom wall member 55.
Inner wall 13 of the transmission case to which 5a is fitted
It is formed at 0A. In this case as well, the communication passage 8 can be formed at the same time as the transmission case 130 is cast.

[Brief explanation of drawings]

FIG. 1 is a sectional view of essential parts of an automatic transmission employing a fluid pressure actuator for an automatic transmission according to a first embodiment of the present invention;
FIG. 2 is an overall sectional view thereof, FIG. 3 is a hydraulic circuit diagram of a hydraulic control device for controlling the automatic transmission shown in FIG. 2, and FIG. 4 is a hydraulic circuit diagram of an automatic transmission according to a second embodiment of the present invention. FIG. 1 is a sectional view of a main part of an automatic transmission that employs a fluid pressure actuator.

Claims (1)

[Claims] 1) A first cylinder provided within the automatic transmission case;
a first piston slidably fitted into the first cylinder; a bottom wall member fitted into the case forming a bottom wall of the first cylinder; a second cylinder provided within the case; a second piston slidably fitted into the second cylinder; a transmission member that transmits displacement of the second piston to the first piston; and the case. The first cylinder is configured by a working fluid supply path to either the first cylinder or the second cylinder provided in the first cylinder, and a groove provided in a fitting wall surface of the bottom wall member and the case. A fluid pressure actuator for an automatic transmission that includes a cylinder and a communication path between a second cylinder and a cylinder.