JPS6184474A - Hydraulic control device of automatic speed change gear - Google Patents

Abstract

PURPOSE:To improve fuel expenses by opening a lock up clutch at the first speed step, and operating the lock up clutch when designated conditions are satisfied at all speed change steps above the second speed step. CONSTITUTION:In the above device having a torque converter 20 with a lock up clutch 24, and having no frictional engagement device which is not engaged at the first speed step and engaged at all speed change steps above the second speed step, there is newly provided a switch valve 100 with a spool 106 having two lands 102,104 different in face area. The switch valve 100 is adapted to connect an oil path 114 diverging from the upstream of an orifice 112 of an oil path 110 leading to an overdrive brake B to the first input port 108, connect an oil path 122 diverging from the upstream of an orifice 120 of an oil path 118 leading to a second brake B to the second input port 116, and connect output ports 124, 128 to an input port 202 of a signal valve 200.

Description

[Detailed description of the invention]

[Industrial use! P1 The present invention relates to hydraulic control of an automatic transmission.
In particular, it is suitable for use in lock-up clutches that can directly connect the input and output sides of a torque converter. This invention relates to an improvement of a hydraulic control II device for a II transmission. [Prior Art] In an automatic transmission equipped with a torque converter, the torque converter is provided with a lock-up clutch that directly connects its input shaft and output shaft. Some engines operate an up-clutch to eliminate slippage caused by the torque converter and improve fuel efficiency. In an automatic transmission equipped with such a lock-up clutch, there is a problem that the effect of improving fuel efficiency by engaging the lock-up clutch in the first gear is small, and from the viewpoint of fail-safe, the first gear is Since it is desirable for the lock-up clutch to be released, a structure is known in which the lock-up clutch is necessarily released in the first gear (Japanese Patent Laid-Open No. 52-106).
066),. On the other hand, with the rapid spread of automatic transmissions for vehicles in recent years,
Mainly intended to improve fuel efficiency, a so-called overdrive device with a gear ratio of 1 or less is connected in series with the main transmission, which can automatically change gears depending on vehicle speed, throttle opening, etc., as an auxiliary transmission. Many attached devices have been adopted. That is, as an example of this type of automatic transmission, there is one shown in FIG. 4, for example. This automatic transmission has a torque converter 20 as its transmission part, an overdrive mechanism 40 as an auxiliary transmission, and an underdrive as a main transmission with three forward speeds and one reverse speed! 141160. The torque converter 20 includes a pump 21 and a turbine 2.
2, a stator 23, and a lock-up clutch 24. The pump 21 is connected to the crankshaft 10 of the engine 1, and the turbine 22 is connected to a carrier 41 of a planetary gear system in an overdrive mechanism 40. In the surface overdrive mechanism 40 , a planetary pinion 42 is rotatably supported by the carrier 41 and meshes with a sun gear 43 and a ring gear 44 . Further, an overdrive clutch Co and a one-way clutch Fo are provided between the sun gear 43 and the Kirelia 41, and an overdrive brake So is provided between the sun gear 43 and the housing lju. The underdrive machine 1160 is provided with two rows of 'f1 star gear devices, one on the front side and one on the rear side. This planetary gear device has a common sun gear 61.
, ring gear 62.63, planetary binion 64.6
5, and the carrier 66.67. A ring gear 44 of the overdrive mechanism 40 is connected to the ring gear 62 via a forward clutch C1. Further, a direct clutch C2 is provided between the ring gear 44 and the sun gear 61. Further, the carrier 66 is connected to the ring gear 63, and the carrier 66 and the ring gear 63 are connected to the output shaft 70. On the other hand, a fast and reverse brake B3 and a one-way clutch F2 are provided between the carrier 67 and the housing lu,
Further, a second brake B2 is provided between the sun gear 61 and the housing Hu via a one-way clutch F1, and a second brake B2 is provided between the sun gear 61 and the howling Hu.
A second coast brake B1 is provided. This automatic gear shift noise is caused by a central processing unit that is equipped with the above-mentioned transmission section and receives the outputs of the throttle sensor that detects the throttle opening that reflects the engine load condition, the vehicle speed sensor that detects the vehicle speed, etc. The hydraulic system is driven according to a preset shift pattern, and the combinations of clutches, brakes, etc. shown in FIG. 5 are performed to control the shift. By the way, focusing on the function of the overdrive mechanism 40 as an auxiliary transmission that can switch between a low speed gear and a high speed gear, in recent years this has been actively synchronized with the shift of the main transmission.
There is a system in which a multi-speed shift of six forward speeds is achieved by shifting the main transmission and the sub-transmission simultaneously or alternately. This speed change control is achieved by using a transmission similar to that described above, and by performing the combination of engagement of each brake and clutch as shown in FIG. In addition, in the figure, X indicates a joint to be made when the engine brake is activated. This type of shift control is based on existing automatic transmissions, with minimal design changes! Upper right corner of the structure has the advantage of being able to easily shift a larger number of gears, improving fuel efficiency and reducing shift shock, as well as achieving good results in equalizing the shared torque of each member of the transmission. Many advantages can be obtained, such as improved durability of the friction material.

[Problems to be Solved by the Invention] However, in an automatic transmission in which such shift control is performed, when attempting to operate the lock-up clutch 24 at a gear other than the first gear, A problem has arisen in securing a signal for specifying a region in which the lock-up clutch 24 can be operated. That is, in the past, as is clear from the connection/assembly diagram in Figure 5, the second brake B2 was always engaged in the second gear or higher, so the hydraulic pressure to the second brake B2 was locked up. It is used as a signal to designate a region in which the clutch 24 can be operated, and when this signal is generated and the central processing unit issues an on command for the lock-up clutch 24, the lock-up clutch 24 is activated. It was possible to create a configuration in which the two parts were joined together. However, if the overdrive mechanism 40 is used as an auxiliary transmission,
In an automatic transmission, this is actively synchronized with the main transmission, which is the underdrive opening groove 60, and the main transmission and the auxiliary transmission are shifted simultaneously or alternately to achieve multi-speed shifting. As is clear from the connection/assembly diagram in Figure 6, the second brake B2 is engaged only at 3rd gear or higher, and even with other brakes and clutches, it is only engaged at 1st gear. Gears that are not engaged at the 2nd gear and are engaged at all gears higher than 2nd gear (those that generate hydraulic pressure)
This caused the problem that there was no such thing. OBJECT OF THE INVENTION The present invention has been made in view of the above-mentioned problems. Hydraulic control for automatic transmissions that can release the lock-up clutch in the first gear and enable it to operate in all gears from the second gear onwards, even in automatic transmissions without brakes or clutches. The purpose is to provide double adventure. [Means for Solving the Problems 1] The present invention is equipped with a torque 1''-torque with a lock-up clutch that enables direct mechanical connection between the input and output sides;
As a friction coupling device that automatically switches gears in relation to at least vehicle speed and throttle opening, it is not engaged in the first gear and is engaged in all gears from the second gear onwards. Hydraulic control system @ of self-help transmission n that does not have a friction coupling device, where hydraulic pressure is generated in gears other than 1st gear2
An oil passage group consisting of the above oil passages is set, and a combination of oil passages is set such that hydraulic pressure is generated in at least one oil passage in all gears other than the first gear, and A switching valve is provided that outputs hydraulic pressure generated in the oil passages constituting the oil passage group without interfering with each other, and the output of the switching valve is a signal for specifying a region in which the lock-up clutch can be operated. By doing so, the above objectives were achieved. [Function 1] In the present invention, the oil passage is composed of two or more oil passages excluding the oil passage in which oil pressure is generated in gears other than the first gear, that is, the oil passage in which oil pressure is generated in the first gear, and A group of oil passages is appropriately set such that oil pressure is generated in at least one oil passage in all gears other than the first gear, and one or more oil passages constituting the oil passage group are set as appropriate. A new switching valve was installed that outputs the generated hydraulic pressure without interfering with each other, and the output of the switching valve was used as a signal to specify the area in which the lock-up clutch can operate. The clutch is always released, the predetermined conditions are satisfied at all gears higher than the second gear, and the lock-up clutch can be operated. [Embodiment 1] Hereinafter, an embodiment of the present invention will be described in detail based on the drawings. In this embodiment, the oil passage group is composed of two or more oil passages in which hydraulic pressure is generated in gears other than the first gear, and at least one oil passage is generated in all the gears other than the first gear. As a combination of oil passages in which hydraulic pressure is generated in two oil passages, an oil passage group consisting of a combination of an oil passage to overdrive brake Ba and an oil passage to second brake B2 was selected. In other words, these two oil passages are connected at gears other than the first gear, that is, they are oil passages in which no hydraulic pressure is generated in the first gear, and all oil passages in the second gear and above are connected. 2 in gear
Since one of the two oil passages is in a joint state,
This is because the conditions for the oil passage group are satisfied. As is clear from the above explanation, it goes without saying that the names of overdrive brake So and second brake B2 do not mean overdrive or a brake that is engaged in the second gear. FIG. 1 shows the main parts of an embodiment of a hydraulic control device to which the present invention is applied. Since the other parts are not particularly different from the conventional ones, illustrations and explanations will be omitted. In the figure, reference numeral 100 indicates a newly added switching valve. This switching valve 100, as shown enlarged in FIG.
A spool 106 having two lands 102 and 104 with different face areas is provided. The face area A1 of the land 102 is set smaller than the face area A2 of the land 104. First human-powered boat 1 at the top of the diagram
08, an overdrive brake S is applied from a valve (not shown) that controls the auxiliary transmission 40 (see FIG. 4). An oil passage 114 branched from in front of the orifice 112 of the oil passage 110 leading to the oil passage 110 is connected to the oil passage 114 . Also, the second manual port 116 at the bottom of the figure is used for main gear shifting! The oil passage 118 runs from the control valve (not shown) that switches between the first gear and the second gear of the fi60 (corresponding to the second to third gear in the automatic transmission as a whole) to the second brake B2. Orifice 1
An oil passage 122 branching from the front of 20 is connected to the oil passage 122 . Now, when only the overdrive brake Bo is acting (second speed state, see Figure 6), due to the presence of the orifice 112, a hydraulic pressure approximately equal to the line pressure is applied to the first human-powered boat 108, and the spool 106 is moved as shown in the figure. The state is on the left. Therefore, the first manual port 108 and the first output boat 124 are short-circuited, and line pressure acts on the input port 202 of the signal valve 200 of the lock-up clutch via the oil passage 126. At this time, the second output boat 128 of the switching valve 100 is closed by the land 104. Therefore, this line pressure does not affect the second human-powered boat 116 side. Next, when both the overdrive brake B o z and the second brake B2 act, and when only the second brake B2 acts, the face area A2 of the land 102 is larger, so the spool 1
06 is the state on the right side of the figure. Therefore, the second human-powered boat 116 and the second output port 128 are short-circuited, and line pressure similarly acts on the input port 202 of the signal valve 200 of the lock-up clutch. At this time, the first output boat 124 of the switching valve 100 is closed by the land 102. Therefore, this line pressure does not affect the first human-powered boat 108 side. As a result, the oil passages of the overdrive brake Bo1 and the second brake B2 do not interfere with each other, and as shown in FIG. Line pressure may be applied to the input port 202 of the valve 200. The structure and operation after the signal valve 200 are completely the same as the conventional one. That is, to explain briefly, the reference numeral 300 is a solenoid valve that turns ON and OFF according to a command from the central processing unit.
, due to Cl-0FF of this solenoid valve 300,
The hydraulic pressure acting on the oil passage 302 is discharged or stopped, and the hydraulic pressure of the control boat 204 of the signal valve 200 is controlled to zero or line pressure. As a result, the spool 206 of the signal valve 200 moves up and down as shown on the left and right sides of the figure, and the input port 202 and the output boat 208 are short-circuited, causing line pressure to act on the oil passage 210, or Drain 2 in pressure. Depending on the presence or absence of line pressure in the oil passage 210, the spool 402 of the lock-up relay valve 400 moves up and down as shown on the left and right sides of the figure, and as a result, the lock-up control pressure that acts on the oil passage 404 is applied to the oil passage 406. or act on the oil passage 408. When the lock-up control pressure acts on the oil passage 406, the oil passage 408 is short-circuited with the oil passage 410, and the oil flows from the oil passage 406 to the torque converter 2, the lock-up piston 24 in the torque controller 20, and so on. Left side of A ~ Oil path 408 ~ Oil path 4
10, and the lock-up clutch 24 is released (lock-up clutch OFF> state). On the other hand, when the lock-up control pressure acts on the oil passage 408, the oil passage 406 is short-circuited with the drain boat 412, and the lock-up clutch 24 is released (lock-up clutch OFF> state). The pressure acts on the right side of the lock-up piston 24A, and the oil on the left side is drained from the drain boat 412 through the oil passage 4-06, so the lock-up clutch 24 is activated (lock-up clutch ON).
) state. In the above embodiment, an oil passage group consisting of a combination of an overdrive brake B o 1 and a second brake B2 was adopted as the oil passage group, but the oil passages constituting the oil passage group in the present invention are as follows. It is not limited to the combination, but the point is that it is composed of two or more oil passages that generate hydraulic pressure in gears other than the first gear, and at least one oil passage is used in all gears other than the first gear. It is sufficient that the combination is such that hydraulic pressure is generated in one oil path. Further, in the above embodiment, the switching valve 100 is provided with two lands having different face areas, but in the present invention, the configuration of the switching valve 100 is not limited to this example, and the essential points can be changed. The configuration may be such that the oil passages constituting the oil passage group do not interfere with each other, and when oil pressure is generated in any of the oil passages, oil pressure is generated on the output response side. In some cases, a simple check valve may be sufficient. Further, in the above embodiments, a self-help transmission was shown that is equipped with a main transmission and an N1 transmission and shifts these simultaneously or alternately to achieve multi-speed shifting, but the automatic transmission to which the present invention is applied is not limited to such gears, but includes automatic gear shifting machines that do not have a friction coupling device that does not engage in the first gear and engages in all gears from the second gear onwards. Applicable to [Effects of the invention l
As explained above, according to the present invention, in any automatic transmission related to any coupling/combination, the lock-up clutch is released in the first gear, and the lock-up clutch is released in all gears from the second gear onwards. An excellent effect can be obtained in that the lock-up clutch can be operated when a predetermined condition is satisfied.

[Brief explanation of drawings]

Fig. 1 is a hydraulic circuit diagram showing the main parts of a hydraulic control device for a self-help transmission to which the present invention is applied, Fig. 2 is an enlarged view of the vicinity of the switching valve in Fig. 1, and Fig. 3 is a lock-up Figure 4 is a vehicle speed-throttle opening diagram showing the clutch operable range.
A skeleton diagram showing an example of the transmission section of a conventional automatic transmission, FIG. 5 is a diagram showing an example of the engagement/combination state of each brake and clutch of the transmission section, and FIG. FIG. 3 is a diagram illustrating an example. Bo...Overdrive brake, B2...Second brake, 24...Lock-up clutch, 100...Switching valve, ``106...Spool, 108...First human-powered boat, 116... 2nd human-powered boat, 124...1st output boat, 128...2nd output boat.

Claims (1)

[Claims] (1) The first friction coupling device is equipped with a torque converter equipped with a lock-up clutch that enables direct mechanical connection between the input and output sides, and which automatically switches gears in relation to at least vehicle speed and throttle opening. Do not connect in gear,
In a hydraulic control system for an automatic transmission that does not have a friction coupling device that is engaged in all gears from the second gear onwards, two or more gears in which hydraulic pressure is generated in a gear other than the first gear. An oil passage group consisting of oil passages is set in combination such that hydraulic pressure is generated in at least one oil passage in all gears other than the first gear, and A switching valve is provided that outputs the hydraulic pressure generated in the oil passages forming the road group without interfering with each other, and the output of the switching valve is used as a signal for specifying a region in which the lock-up clutch can be operated. A hydraulic control device for an automatic transmission characterized by: