JPS628657B2 - - Google Patents

Description

[Detailed description of the invention]

The present invention relates to an improvement in an electronically controlled hydraulic pressure control device that adjusts the control pressure for hydraulic control by controlling the opening/closing time ratio of an electronically controlled solenoid valve. Hydraulic control devices are often used to automate and control various mechanical devices, but instead of directly inputting mechanical inputs to control the hydraulic control devices, electrical signals are used and these can be transmitted to computers, etc. An electronically controlled system has also been proposed that uses arithmetic processing to control the hydraulic control device. For example, in recent years, hydraulic control devices for vehicle automatic transmissions perform delicate hydraulic control depending on driving conditions, and in order to simplify the hydraulic control device, the amount of accelerator depression, engine rotational speed, vehicle speed, engine engine speed, etc. An electronically controlled hydraulic control device that electrically detects various signals necessary for automatic gear shifting, such as the load of It is being adopted. However, in conventional electronically controlled hydraulic control devices, the duty control method that controls the magnitude of the control pressure by changing the opening/closing time ratio of a solenoid valve that communicates with the oil drain hole does not allow Control pressure pulsations that are the same as the duty frequency occur. As a result, the output pressure also fluctuates, which adversely affects frictional engagement devices such as clutches and brakes that achieve automatic gear shifting, resulting in problems such as malfunction, breakage, or reduced durability of these frictional engagement devices. The present invention eliminates such conventional problems, and even when controlling the control pressure for hydraulic pressure by changing the opening/closing time ratio of an electronically controlled solenoid valve,
The object of the present invention is to provide an electronically controlled hydraulic control device that can prevent pulsation of control pressure. The configuration of the present invention that achieves this object includes: a control oil passage that is supplied with hydraulic oil at a predetermined pressure from a hydraulic supply source and is provided with an orifice; and a control oil passage that communicates with the downstream side of the orifice. a solenoid valve that adjusts the control pressure in the control oil passage downstream of the orifice by controlling the time ratio for opening and closing the oil drain hole, and an input oil passage communicating with the oil pressure supply source and hydraulic actuation. The spool is provided with a spool formed with a pressure receiving surface that communicates with an output oil passage communicating with a device and the control oil passage and receives the control pressure, and applies pressure of the hydraulic oil from the input oil passage to the control pressure. two hydraulic pressure regulating valves configured to adjust accordingly and supply the output oil to the output oil passage; and a pressing direction by the control pressure provided in at least one of these two hydraulic pressure regulating valves and acting on the pressure receiving surface. a spring that urges the spool in the opposite direction; and a spring disposed between the hydraulic pressure supply source and the two hydraulic pressure regulating valves to selectively supply the hydraulic fluid to the input oil paths of these two hydraulic pressure regulating valves. It is characterized by being equipped with a switching valve. Hereinafter, one embodiment of the present invention will be described in detail based on the drawings. The illustrated embodiment is one in which the electronically controlled hydraulic control device of the present invention is applied to a hydraulic control device for an automatic transmission that provides a gear ratio of four forward speeds and one reverse speed.
This is to prevent shock during automatic gear shifting. First, the schematic structure of the automatic transmission to be controlled will be explained using the power train diagram shown in FIG. 1. Crankshaft 2 of engine 1, which is the power source of the vehicle
is directly connected to the pump 4 of the torque converter 3. The torque converter 3 has a pump 4, a turbine 5, a stator 6, a one-way clutch 7,
The stator 6 is connected to a case 8 via a one-way clutch 7, which allows the stator 6 to rotate in the same direction as the crankshaft 2, but is not allowed to rotate in the opposite direction. A direct coupling clutch 9 is provided between the crankshaft 2 and the turbine 5, and the clutch 9 engages with a predetermined slip ratio when engaged. Therefore, the output of the engine 1 is the output of the direct coupling clutch 9.
Alternatively, the torque is transmitted to the turbine 5 via the torque converter 3. The torque transmitted to the turbine 5 is transmitted by an input shaft 10 to a transmission gear train 100 disposed at the rear thereof that achieves four forward speeds and one reverse speed. The transmission gear train 100 includes three clutches 11,1
2, 13, two brakes 14, 15, one one-way clutch 16, and one Ravignio type planetary gear set 17. The planetary gear set 17 includes an annulus gear 18, a reverse sun gear 19, a forward sun gear 20, a long pinion 21, a short pinion 22, and a carrier 23. The annulus gear 18 is fixed to the output shaft 24,
Reverse sun gear 19 is a kick down drum 25
The drum 25 is fixed to the case 8 via the kickdown brake 14, and is also integrated to the input shaft 10 via the front clutch 11, while the forward sun gear 20 is connected to the input shaft via the rear clutch 12. integrated into the shaft 10, and
The carrier 23 that holds the long pinion 21 and short pinion 22 is a one-way clutch 16.
It is fixed to case 8 through Ru. One-way clutch 16 is provided to prevent reverse rotation of carrier 23. The three clutches 11, 12, 13 and the two brakes 14, 15 are hydraulic friction engagement devices, and the oil pressure supplied to each hydraulic piston that operates these friction engagement devices is generated by an oil pump 26. be done. The output passing through the speed change gear train 100 is transmitted to the output shaft 24.
The transmission is transmitted from the transfer drive gear 27 fixed to the transfer idle gear 28 to the transfer driven gear 29, and further to the transfer shaft 30 integrated with the driven gear 29.
The signal is transmitted from the helical gear 31 to the differential gear 32 . The driver's seat select lever (not shown) and the
Selective engagement of each frictional engagement device is performed in accordance with the operation of an auxiliary switch that selects D ₄ , D ₃ , 2, and L and the driving state of the vehicle detected by various driving detection devices described later. , various gears are achieved. Select patterns are P (parking), R (reverse),
N (neutral), D ₄ (4 forward automatic transmission), D ₃ (3 forward automatic transmission), 2 (2 forward automatic transmission), L (1
(fixed speed), and the select lever is set to P,
It has four positions: R, N, and D. When the same lever is set to the D position and an auxiliary switch consisting of an inhibitor switch and a changeover switch is selected, the positions are L, 2,
The structure is such that D ₃ or D ₄ is selected. How each friction engagement device works when the select lever and auxiliary switch are placed in each position of the above select pattern is as shown in the operating element diagram in Figure 2. By selectively combining the coupling devices, a gear ratio of four forward speeds and one reverse speed can be obtained. In this figure, the 〇 mark indicates a friction engagement device that is engaged by hydraulic operation, and the ◯ mark indicates a friction engagement device that is engaged by the one-way clutch 16 just before the low reverse brake 15 is engaged during gear shifting.
3 is stopped, and the select lever and auxiliary switch positions are D ₄ , D ₃ , 2, 1st in the L column,
2nd, 3rd, and 4th are 1st gear, 2nd gear, and 3rd gear, respectively.
The case of 4th speed is shown. Next, the direct coupling clutch 9 will be explained with reference to FIG. This direct coupling clutch 9 is a slip type clutch that transmits power while constantly slipping. When the clutch 9 is in operation, the power from the engine 1 is mainly transmitted to the input shaft 10 via the clutch 9, and some of the power is transmitted to the input shaft 10. is transmitted via the torque converter 3,
As a result, the slip of the torque converter 3 is reduced, thereby improving fuel efficiency, and this slip also has the effect of alleviating the impact torque from the engine 1 (damping effect). The torque converter 3 and the direct coupling clutch 9 are integrally formed, and a drive plate 33 is fixed to the crankshaft 2, and the drive plate 33 is connected to the outer shell 34 of the pump 4 of the torque converter 3 and the friction plate 35 of the direct coupling clutch 9. The turbine 5 is spline-fitted to the input shaft 10 and rotates integrally with the input shaft 10, and is also connected to the piston 38 via a transfer ring 37 so as to rotate integrally with the piston 38.
is slidably and rotatably fitted in the input shaft 10 in the axial direction, and is arranged opposite to the plate 36,
It has a friction surface 39 that comes into contact with the friction plate 35,
A hydraulic chamber 4 is provided between the piston 38 and the plate 36.
1 is formed, and a hydraulic chamber 42 is formed between the outer peripheral surface of the outer shell 40 of the turbine 5 and the piston 38. Friction plate 35 and friction surface 39 of the direct coupling clutch 9
The coefficient of dynamic friction is set so that the rate of change due to speed difference is small. A plurality of grooves are appropriately provided on the surface of the friction plate 35 along the radial direction, circumferential direction, or a combination of the two, and the friction plate 35 and the friction surface 39 are formed by oil passing through the grooves. Overheating is prevented. Oil is supplied to the torque converter 3 and the direct coupling clutch 9 with oil pressure regulated by hydraulic control, which will be described later. The oil is guided into the torque converter 3 through an oil passage 44 formed inside a sleeve 43 fitted over the input shaft 10 of the pump 4, as indicated by the arrow in FIG. The hydraulic chamber 41 then passes through the gap between the friction plate 35 and the friction surface 39 of the direct coupling clutch 9.
The oil is guided to the input shaft 10, and is discharged through an oil passage 45 formed in the input shaft 10, or is circulated in the opposite direction. Next, a hydraulic control device for controlling each frictional engagement device of the automatic transmission and an electronically controlled hydraulic control device applied thereto will be explained with reference to FIG. 4. The hydraulic control device is connected to the oil filter 4 from the oil sump 46.
7. The oil discharged from the oil pump 26 through the oil passage 402 is transferred to the torque converter 3, the direct coupling clutch 9, the front clutch 11, the rear clutch 12,
In order to operate the hydraulic pistons of the kickdown brake 14, low reverse brake 15, and 4-speed clutch 13, the hydraulic pressure supplied to each hydraulic chamber is controlled according to the operating state, and is mainly controlled by the pressure regulating valve 50 and torque converter control valve. 70, direct clutch control valve 9
0, pressure reducing valve 110, shift control valve 130, manual valve 150, 1st speed - 2nd speed shift valve 170, 2nd speed - 3rd speed and 4th speed - 3rd speed shift valve 190, N-D control valve 2
10, 4-speed clutch control valve 230, hydraulic control valve 250 during gear shifting, NR control valve 270, rear clutch control valve 280, and four solenoid valves 300,
310, 320, 325 are the constituent elements,
Of these valves, the manual valve 150, the oil pressure control valve 250 during gear shifting, the NR control valve 270, and the solenoid valve 325 constitute an electronically controlled oil pressure control device 340 shown surrounded by a broken line in FIG. , each element is connected by an oil passage. Solenoid valve 300, 310, 320, 325
have the same structure, and are non-energized closed type solenoid valves that control the opening and closing of orifices 301, 311, 321, and 326, respectively, based on electrical signals from the electronic control device 290. 322 and 327, each orifice 301, 3 is arranged in the same solenoid.
Valve bodies 303, 3 that open and close 11, 321, 326
13, 323, and 328, and springs 304, 314, 324, and 329 that bias the valve bodies in the closing direction. The electronic control device 290 has a built-in shift detection device for detecting the start of a shift, and a solenoid valve 30 that detects the operating state of the vehicle and performs duty control.
A solenoid valve that controls the operation and stop of 0.325 and the single pulse current width of the 50Hz pulse current supplied to the solenoid valve, changes the valve opening time, controls oil pressure, and performs ON-OFF control. 3
10, 320, and its main input elements include an engine load detection device 330 that detects the throttle valve opening (not shown) of the engine 1 or intake manifold negative pressure, and a rotation speed detection device 331 of the engine 1. , the rotational speed detection device 332 of the kick-down drum 25 shown in FIG. 1, and the output shaft 24.
a rotation speed detection device 333 of the transfer driven gear 29 provided for detecting the rotation speed of the transfer driven gear 29;
It consists of an oil temperature detection device 334 for detecting lubricating oil temperature, a select lever selection position detection device 341, an auxiliary switch selection position detection device 342, and the like. The oil discharged from the oil pump 26 flows through the oil path 40.
1 to a pressure regulating valve 50, a manual valve 150, a direct clutch control valve 90, and a pressure reducing valve 110. The pressure regulating valve 50 has a spool 53 and a spring 54, which have pressure receiving surfaces 51 and 52, and a manual valve 150 is connected to the pressure receiving surface 51 by operating a select lever.
Or, when the D position is selected, the same manual valve 1
50, the oil pressure in the oil passage 401 acts from the oil passage 403 through the orifice 404, and as a result, the oil pressure in the oil passage 401 is regulated to a constant pressure of 6 kg/cm ² (this pressure is called line pressure). When the manual valve 150 is in the R position, the hydraulic pressure in the oil passage 401 acts on the pressure receiving surface 52 from the oil passage 405 through the orifice 406, and as a result, the oil pressure on the oil passage 401
The oil pressure is regulated to 14.6Kg/cm ² . In addition, oil path 4
The relief valve 407 provided at 01 is a relief valve when high pressure oil is discharged from the oil pump 26. The oil led to the pressure reducing valve 110 through the oil passage 401 is regulated to 2.4 kg/cm ² by the same valve 110 and is led to the oil passages 408 and 410. The pressure reducing valve 110 has a spool 111 and a spring 1.
12, and the pressure is regulated by the balance between the hydraulic pressure due to the area difference between pressure receiving surfaces 114 and 115 formed opposite to the spool 111 and the spring 112. The pressure regulating oil guided to this oil passage 408 passes through an orifice 426 to the control side of the hydraulic control valve 250.
-Control side of R control valve 270 and solenoid valve 32
5 orifice 326, and the electronic control device 29
By operating the solenoid valve 325 controlled at 0, the control pressure downstream of the orifice 426 in the oil passage 408 is changed to generate an output hydraulic pressure in the oil passage 422 or the oil passage 409 according to the operating state during gear shifting. The various valves that make up this electronically controlled hydraulic control device 340 will be explained. The hydraulic control valve 250 has pressure receiving surfaces 251, 252, 2
Spool 254 with 53 and spring 255
The hydraulic pressure in the oil passage 422 is regulated to a predetermined pressure by the balance between the hydraulic pressure acting on the pressure receiving surface 251, the hydraulic pressure due to the area difference between the pressure receiving surfaces 252 and 253, and the resultant force of the biasing force of the spring 255. be done. The N-R control valve 270 has pressure receiving surfaces 271, 272,
Spool 274 with 273 and spring 27
5, and the hydraulic pressure in the oil passage 409 is adjusted to a predetermined pressure by the balance between the hydraulic pressure acting on the pressure receiving surface 271, the hydraulic pressure due to the area difference between the pressure receiving surfaces 272 and 273, and the resultant force of the urging force of the spring 275. be pressured. The hydraulic pressure control valve 250 and the N-R control valve 270 are arranged so that the pressure regulating valve 5 is connected to either the oil passage 414 or the oil passage 421 by the hydraulic pressure switching action of the manual valve 150.
While the hydraulic pressure from one side is being supplied to the other side, the pressure receiving surface 25 is configured so that no hydraulic pressure is supplied to the other side, and the pulsation of the control pressure downstream of the orifice 426 of the oil passage 408 is applied to the pressure receiving surface 25.
1 or 271 and the action of spring 255 or 275 as an accumulator. The output oil pressure led to the oil passage 422 controls the rear clutch 12, kickdown brake 14, and low reverse brake 15 when moving forward, while the output oil pressure led to the oil passage 409 controls the low reverse brake when moving backward. The brake 15 is controlled. The solenoid valve 325 receives signals from the engine load detection device 330, the rotation speed detection device 333, the oil temperature detection device 334, etc., and then operates the electronic control device 290.
The operating state is detected, and the opening/closing time of the orifice 326 is controlled by changing the pulse width by duty control at several to several tens of Hz, for example, 50 Hz, depending on the operating state. Control hydraulic pressure applied to the pressure receiving surface 251 of the hydraulic control valve 250 or the pressure receiving surface 271 of the NR control valve 270 by this solenoid valve 325
Ps is controlled by setting orifice 426 to 0.8φ and orifice 326 to 1.4φ, approximately 0.3 to 2.1Kg/cm ²
The pressure is regulated between. Therefore, in the hydraulic control valve 250, the hydraulic pressure at the line pressure of 6 kg/cm ² supplied from the oil passage 414 by this control oil pressure Ps becomes the output pressure Pa, and the oil pressure is output from the oil passage 4.
When output to 22, as shown in Figure 5, 0
The pressure is regulated in the range of ~6Kg/ ^cm2 , and the N-R control valve 27
0, the oil pressure of line pressure 14.6Kg/cm ² supplied from the oil passage 421 by this control oil pressure Ps is the output pressure.
When it becomes Pb and is output from the oil passage 409,
As shown in FIG. 6, the pressure is regulated in the range of 0 to 14.6 Kg/cm ² . In addition, the start of operation and the operation period of the solenoid valve 325 are determined by the various detection devices 330, 333, and 33 mentioned above.
In addition to 4, it is determined by signals from a shift detection device built into the electronic control unit 290 that detects the start of a shift, an engagement timing detection device consisting of two rotation speed detection devices 332 and 333, and the like. The shift control valve 130 is controlled ON-OFF2
It is controlled by a combination of opening and closing of solenoid valves 310 and 320 to obtain each of four forward gears. This shift control valve 130 has spools 131, 132, 133 divided into three and two stoppers 134, 135.
1 is provided with two lands 136, 137 and an oil hole 139 that communicates between the hydraulic chamber 138 outside the land 136 and the lands 136, 137, and the spool 132 has two lands 140 with different diameters. , 141 are provided, and pressing portions that contact the spools 131, 133 are provided at both ends, and the spool 133 is provided with two lands 142, 143, and the land 1
43 outer hydraulic chamber 144 and lands 142, 143
An oil hole 145 is provided to communicate between the two. A stopper 134 is interposed between the spool 131 and the spool 132, a hole is formed through which the pressing part at the end of the spool 132 passes and is fixed to the casing, and a stopper 135 is interposed between the spool 132 and the spool 133. A hole is formed through which the pressing part at the end of the spool 132 passes, and the spool 132 is fixed to the casing. Two lands 140, 141 of spool 132
The oil passage 470 that is always in communication with the oil passage 414 of the manual valve 150 also communicates with the orifice 47.
1 to an orifice 311 that is opened and closed by a solenoid valve 310, and further communicates to a hydraulic chamber 138 and a hydraulic chamber 144.
Further, the oil passage 470 is communicated via an orifice 472 with an orifice 321 that is opened and closed by a solenoid valve 320, and is also communicated between the spools 131 and 132 in the state shown in FIG. and two solenoid valves 310 and 3
The three spools 131, 132, 133 are controlled to obtain the first to fourth gears by opening and closing the solenoid valves 310, 320.
The relationship between opening/closing and each gear stage is as shown in Table 1. In addition, in the table, ○ mark indicates ON, and × mark indicates OFF.

[Table] The 1st-2nd speed shift valve 170 has a spool 171 and a spring 172, and the spool 1
71 is selectively switched between the left end position shown in FIG. 4 and the right end position (not shown). Similarly, the 2nd speed-3rd speed and 4th speed-3rd speed shift valve 190 and the 4th speed clutch control valve 230 are connected to the spools 191 and 231, respectively.
and springs 192, 232, each having a hydraulic chamber 19 on the left side of the spool to which line pressure is introduced.
3,233 is provided, and on the right side there is a hydraulic chamber 194,
234, each spool is selectively switched between a left end position shown in FIG. 4 and a right end position (not shown). The N-D control valve 210 has a spool 211 and a spring 212, each having two lands 216 and 217 with different diameters. The spool 211 is selectively switched between the left end position shown in FIG. 4 and the right end position (not shown) depending on the direction of the resultant force of the applied hydraulic pressure and the biasing force of the spring 212. The rear clutch control valve 280 has five lands 28.
1,282, 283, 284, 285 and a spring 292, the diameter of the land 281 is slightly larger than that of the land 285, and the diameter of the land 281 is slightly larger than that of the land 285. The hydraulic pressure led to the hydraulic chamber 293 is the land 2
a force acting on the pressure receiving surface of the land 281; and a force acting on the pressure receiving surface of the land 285 due to the hydraulic pressure led to the hydraulic chamber 294 on the outside of the land 285 (on the right side in FIG. 4).
Depending on the balance with the biasing force of the spring 292, the spool 291 is selectively switched between the left end position shown in FIG. 4 and the right end position (not shown). Next, the speed change control by selective engagement of each frictional engagement device will be explained together with the operation of the hydraulic control device and the electronically controlled hydraulic control device 340. When the manual valve 150 is switched from N to D shown in FIG. 4, the line pressure regulated to 6 kg/cm ² is guided from the oil passage 401 to the oil passage 414. The line pressure of the oil passage 414 is controlled by the hydraulic control valve 250,
Oil passage 422, N-D control valve 210, oil passage 416,
It is led to the hydraulic chamber of the rear clutch 12 via the rear clutch control valve 280, oil passage 417, and the oil passage 422, the 1st-2nd speed shift valve 170, and the oil passage 4.
53 to the hydraulic chamber of the low reverse brake 15, and the first gear is achieved by engaging the rear clutch 12 and the low reverse brake 15. During this shift, the electronically controlled hydraulic pressure is Operation of the hydraulic control valve 250 of the control device 340 regulates the hydraulic pressure supplied to the rear clutch 12 to prevent shock. That is, when the start of a shift is detected by a shift detection device that detects the start of a shift built in an electronic control device 290 such as a computer, the oil passage 40 is
The control hydraulic pressure Ps downstream of the orifice 426 of the rear clutch 12 is adjusted to change the output pressure Pa output from the oil passage 414 to the oil passage 422, thereby preventing a sudden rise in the oil pressure in the hydraulic chamber of the rear clutch 12 and preventing shock during gear shifting. prevent. At this time, the NR control valve 27 communicating downstream of the orifice 426 of the oil passage 408
The zero spool 274 functions as an accumulator due to the action of the pressure receiving surface 271 and the spring 275, and absorbs the pulsation of the control hydraulic pressure Ps. FIGS. 7 and 8 show the characteristics of the output oil pressure Pa of the oil passage 422, which is controlled at startup by the oil pressure control valve 250, with respect to time and engine rotation speed. In the figure, Pao indicates the output oil pressure at the start of the shift, and Pae indicates the output oil pressure at the end of the shift. Next, to explain the operation of the N-D control valve 210, two lands 216, 2
When hydraulic pressure is introduced between the pressure receiving surfaces 214 and 2
Due to the area difference of 15, the spool 211 is pushed to the right in FIG. 4 against the biasing force of the spring 212.
As a result, communication between the oil passage 422 and the oil passage 416 is cut off, and conversely, the oil passage 414 is communicated with the oil passage 416 through the oil passage 415 in which the orifice 473 is installed.
The oil passage 414 also communicates with an oil passage 474. As a result, as long as the manual valve 150 is held at the D position, the oil passage 414 is communicated with the oil passage 416 without going through the hydraulic control valve 250, and the hydraulic chamber of the rear clutch 12 is maintained during gear changes by the electronically controlled hydraulic control device 340. Not affected by oil pressure reduction control,
During gear shifting, problems such as shifting shock due to rear clutch 12 slipping and engine racing are prevented from occurring. By the way, when the manual valve 150 is switched from N to D, oil pressure is also guided to the shift control valve 130 from the oil passage 414, but the solenoid valves 310, 32
0 is energized and the orifices 311 and 321 are open to achieve 1st speed, the orifice 47
With the intervention of 1,472, the same orifice 471,
The hydraulic pressure on the downstream side of 472 is approximately 0 kg/cm ² , and due to the high hydraulic pressure generated between the lands 140 and 141 of the spool 132, a pressing force is applied to the left due to the difference in pressure receiving area between the lands 141 and 142. Spool 1
32 stops at the leftmost position shown in FIG. Further, when the accelerator is depressed and the vehicle speed increases, the electronic control unit 290 sends a signal to the solenoid valve 31.
0 and 320 are issued, the solenoid valve 310 is de-energized, and the solenoid valve 3
20 is kept energized. By this switching, the high pressure oil in the oil passage 470 is passed through the orifice 471 between the two lands 136 and 137 of the spool 131, into the oil hole 139, and into the hydraulic chamber 138.
and is guided between the hydraulic chamber 144 and the two lands 142 and 143 of the spool 133, and the spool 131
moves to the right together with the spool 132 and stops with the spool 131 in contact with the stopper 134. Then, the line pressure in the oil passage 414 is guided to the oil passage 412 through between the two lands 140 and 141 of the spool 132, and the line pressure acts on the hydraulic chamber 173 of the 1st-2nd speed shift valve 170 to shift the spool. 171 to the right end position in FIG. 4, and also acts on the hydraulic chamber 233 of the 4-speed clutch control valve 230 to move the spool 231 to the right end position in FIG.
The line pressure that was led to the oil passage 422 is
8 to the engagement-side hydraulic chamber 423 of the kick-down brake 14, and the rod 424 moves to the left against the spring 425 to engage a brake band (not shown) with the kick-down drum 25. The hydraulic pressure in the passage 453 is discharged through the oil passage 409, the low reverse brake 15 is disengaged, and the second speed is achieved. Even during this shift to second speed, the hydraulic control valve 250 of the electronically controlled hydraulic control device 340 is controlled by the control hydraulic pressure of the solenoid valve 325,
22 to prevent gear shifting shock. Next, when power to the solenoid valves 310 and 320 is cut off in order to achieve third speed according to a command from the electronic control unit 290, the line pressure is increased between the outside of the land 137 of the spool 131 of the shift control valve 130 and the stopper 134. Spool 1 is supplied between
32 is moved to the right in FIG. 4 by the line pressure acting on the pressure receiving surface of the land 140, and the spool 133
It stops with the pressing part in contact with the oil passage 414.
is newly communicated with the oil passage 430, and the line pressure is transferred to the hydraulic chamber 1 of the 2nd speed-3rd speed and 4th speed-3rd speed shift valve 190.
93, the spool 191 of the 2nd speed-3rd speed and 4th speed-3rd speed shift valve 190 is switched to the right end. At this time, the oil passage 428 is communicated with the oil passage 432 via the orifice 429. The oil passage 432 leads to the hydraulic chamber 234 of the 4-speed clutch control valve 230 via the switching valve 452, and also to the hydraulic chamber 234 of the 4-speed clutch control valve 230.
It communicates with the hydraulic chamber of the front clutch 11 via the release side hydraulic chamber 433 of No. 4 and the switching valve 434. Due to the structure in which this oil passage 432 is communicated with the release side hydraulic chamber 433 of the kick-down brake 14 and the hydraulic chamber of the front clutch 11, engagement and release of the two are performed with overlap. Even during the shift from 2nd to 3rd gear, the 1st to 2nd
The hydraulic pressure control valve 250 operates in exactly the same way as when shifting to the high speed, and the hydraulic pressure supplied to the oil passage 422 is maintained low for a short time. An orifice 429 is interposed in the oil passage 428, and by the action of the orifice 429, the oil pressure in the oil pressure chamber 433 and the oil pressure chamber of the front clutch 11 is maintained at the same low oil pressure while the oil pressure control valve 250 is operating. The front clutch 11 is engaged in parallel with the release of the kick-down brake 14, and then the hydraulic pressure is reduced to 6 by stopping the hydraulic control valve 250.
When the pressure is increased to Kg/cm ² , engagement of the front clutch 11 is completed and third speed is achieved. In this case, the input shaft 10 and the kickdown drum 2
5 approaches and matches the rotation speed of the output shaft 24, the rotation speed detecting devices 332 and 333 detect this matched state or immediately before that as the completion of the shift, and by this detection, the hydraulic control valve 250
operation is stopped and the supply pressure to the front clutch 11 is increased to 6 kg/cm ² . Due to this pressure increase, 4
The oil pressure in the hydraulic chamber 234 of the speed clutch control valve 230 is also increased, the spool 231 is switched to the left end position in FIG. The speed clutch is held engaged. The oil passage 445 is the switching valve 4
52, the oil passage 451 communicates with the hydraulic chamber 234, and once oil pressure is supplied to the oil passage 445, the spool 231 of the 4th speed clutch control valve 230 is in the fourth position until the oil pressure in the oil passage 445 is discharged. It is held at the rightmost position in the diagram, and the 4
This prevents the problem of the speed clutch 13 being released or slipping, resulting in an inability to convert or a neutral state. Next, with the auxiliary switch set to D ₄ , the solenoid valve 310 is energized and the solenoid valve 320 is kept de-energized in order to achieve 4th speed according to a command from the electronic control unit 290, and the shift control valve The hydraulic pressure in the hydraulic chamber 144 of 130 decreases, and the spool 133 moves to the right together with the spool 132 to the rightmost position in FIG. As a result, oil line 4
14 line pressure is supplied to the hydraulic chamber 293 of the rear clutch control valve 280 and the check valve 2 through the oil passage 436.
35 to an oil passage 445. The spool 291 of the rear clutch control valve 280 is moved to the right end position in FIG. 4 by the line pressure supplied to the hydraulic chamber 293, and the oil passage 436 and the oil passage 456 are communicated, and the 2nd speed - 3rd speed and the 4th speed - 3rd speed are established. shift valve 19
Line pressure is supplied to the hydraulic chamber 194 of the valve 19
0 spool 191 is switched to the left end position shown in FIG. At this time, the oil in the hydraulic chamber of the rear clutch 12 is immediately discharged from the oil drain port 295 of the rear clutch control valve 280, the rear clutch 12 is immediately released, and the hydraulic chamber of the front clutch 11 and the hydraulic chamber 433 of the kick-down brake 14 are also discharged. Oil drains from the oil drain port 1 of the 2nd speed-3rd speed and 4th speed-3rd speed shift valve 190
95 through the orifice 196, the front clutch 11 is released, and the kick-down brake 14 is engaged, but from the first gear to the second gear,
Alternatively, the hydraulic pressure control valve 250 is operated in the same way as when shifting from 2nd to 3rd gear, and the hydraulic pressure in the oil passage 422 is reduced for a short period of time during gear shifting, thereby acting on the hydraulic chamber 423 of the kick-down brake 14. Smooth engagement is achieved by lowering the engagement oil pressure, and then when the engagement oil pressure rises to 6Kg/ ^cm2 , engagement is achieved and 4
Speed is completed. Next, to explain the downshift, the switching of the hydraulic operating system is the reverse of the above-mentioned upshift. First, in order to shift from 4th gear to 3rd gear, both solenoid valves 31
0,320 becomes de-energized, the line pressure in the oil passage 436 is discharged and the rear clutch control valve 280
The spool 291 of the 2nd speed-3rd speed and 4th speed-3rd speed shift valve 190 is switched to the right end, and hydraulic pressure is supplied to the oil passages 417 and 432. At this time, oil is smoothly supplied to the hydraulic chamber 433 of the kickdown brake 14 and the hydraulic chamber of the front clutch 11 via the orifice 429, and is supplied to the hydraulic chamber of the rear clutch 12 via the orifice 473 compared to the front clutch 11. It is fed gradually with sufficient delay. At this time, the kick-down brake 14 is immediately released, but even during this deceleration shift, the short-time oil pressure control valve 250 is operated, and the oil passages 428, 4
The oil pressure supplied to 32 is maintained at a low pressure. This is a rear clutch 12 with a large torque capacity.
This is done to prevent gear shifting shocks due to engagement from the outside. When shifting from 3rd speed to 2nd speed, solenoid valve 3
10 is de-energized, the solenoid valve 320 is energized, and the spools 131 and 1 of the shift control valve 130 are
32 decreases, the spool 132 moves one step to the left in FIG. 4, and the oil pressure in the oil passage 430 is discharged. The spool 191 moves to the left end, and the hydraulic pressure in the oil passage 432 is discharged, and the spool 231 of the 4-speed clutch control valve 230 moves to the right end, and the hydraulic pressure in the oil passage 445 is also discharged, and the 4-speed clutch 1
3 is immediately released, and the front clutch 1
The release of the first gear engagement and the engagement of the kick-down brake 14 are carried out gradually by the operation of the hydraulic control valve 250 at the time of gear change, as in the shift from the fourth gear to the third gear, and the second gear is smoothly achieved. When shifting from 2nd speed to 1st speed, both solenoid valves 310 and 320 are energized, and shift control valve 130 is placed in the leftmost position with spool 131,
132 moves, the hydraulic pressure in the oil passage 412 is discharged, and the spool 171 of the 1st-2nd speed shift valve 170
and spool 231 of 4-speed clutch control valve 230
moves to the left end, the oil in the hydraulic chamber of the kick-down brake 14 is discharged, and the brake 14 is disengaged, while the low reverse brake 15 is engaged and the first speed is achieved. By operating the select lever and auxiliary switch
D When selecting ₃ or 2 positions, manual valve 150
The oil passage is not switched at all by the select lever selection position detection device 341 and the auxiliary switch selection position detection device 342, and the position is detected by the select lever selection position detection device 341 and the auxiliary switch selection position detection device 342. The solenoid valves 310 and 320 are controlled so that gear changes are not performed. When the manual valve 150 is selected to the L position, the position is detected by the selection lever selection position detection device 341, and if the vehicle speed is above a predetermined value such as 50 km/h at the initial stage of selection, the vehicle is held at 2nd gear, and thereafter the vehicle speed is increased. When the value is below a predetermined value, the first speed is fixed by controlling the solenoid valves 310 and 320. Incidentally, as in each of the above-mentioned gear shifts, the hydraulic pressure supplied at the time of switching (shifting) is maintained at a low pressure by the operation of the hydraulic pressure control valve 250 of the electronically controlled hydraulic control device 340, thereby preventing a shock. Next, the case of moving backward will be explained. When the manual valve 150 is selected to the R position, the oil passage 4
01 is connected to the oil passage 421, and the oil passage 421 is connected to the N-
The oil passage 401 is led to the low reverse brake 15 via the R control valve 270, the oil passage 409, the 1st-2nd gear shift valve 170, and the oil passage 453.
05 to the switching valve 434, oil is also supplied to the hydraulic chamber of the front clutch 11, and retraction is achieved by engagement of the clutch 11 and brake 15. Even during this gear change during reverse, the N-R control valve 270 of the electronically controlled hydraulic control device 340 operates as a hydraulic pressure adjustment valve, and the spool 2 of the hydraulic control valve 250 operates.
54 and the spring 255 function as an accumulator for pulsation mitigation, and change the output pressure Pd from the oil passage 409 as shown in FIGS. 9 and 10. By the way, the oil led to the torque converter control valve 70 from the oil passage 459 through the pressure regulating valve 50 is as follows.
The pressure is regulated to 2.5 kg/cm ² due to the balance between the control hydraulic pressure acting on the right end pressure receiving surface of the spool 71 in FIG. Further, the oil in the oil passage 460 is supplied to the lubrication system on the opposite side of the engine 1 via an orifice 463. The oil whose pressure is regulated to 2.4 kg/cm ² by the pressure reducing valve 110 and led to the oil passage 410 reaches the orifice 301 via the orifice 464 and which is controlled to open and close by the solenoid valve 300. The hydraulic control characteristics of the electronically controlled hydraulic control device 340 in the upshift and downshift described above are shown in FIGS. 11 to 22. Figures 11 to 13 show 1st gear → 2nd gear in the case of power ON upshift, which is a normal upshift.
The gears shift from 2nd speed to 3rd speed and from 3rd speed to 4th speed, where Ni indicates the input shaft rotation speed, No indicates the output shaft rotation speed, Nk indicates the kickdown drum rotation speed, and Pa indicates the output oil pressure. FIGS. 14 to 16 show the case of a lift upshift, that is, a power OFF upshift. Moreover, FIGS. 17 to 18 show the case of power ON downshift, which corresponds to the time of kickdown or manual selection. Figures 19 and 20 show the case of power OFF downshift, which corresponds to engine braking and manual selection. and,
When downshifting from 2nd gear to 1st gear, power ON downshifts and power OFF downshifts occur when the auxiliary switch is set to L.
In the case of an OFF downshift, it changes as shown in FIG. 21, and in the case of an L power OFF downshift, it changes as shown in FIG. 22. The direct coupling clutch control valve 90 has four lands 92,
It has a spool 91 with 93, 94, 95,
While the control hydraulic pressure regulated by duty control between 0.3 and 1.9 kg/cm ² by the solenoid valve 300 acts on the pressure receiving surface 96 on the outside of the land 92,
The oil passage 410 communicates between the lands 94 and 95, and the pressure regulating oil regulated by the pressure reducing valve 110 flows between the lands 94 and 95.
95, and due to the pressure receiving area difference, a pressing force to the left in FIG. The pressing force to the left in FIG. 4 caused by the hydraulic pressure acting on the right side in FIG. 4 and the hydraulic pressure between the lands 94 and 95,
The flow direction of the oil supplied to the torque converter 3 and the direct coupling clutch 9 and its oil pressure are controlled by the balance with the pressing force to the right in FIG. An oil passage 44 following the torque converter 3 is connected to an oil passage 465, and a direct coupling clutch 9
The oil passage 45 that follows is connected to an oil passage 466, and by switching control of the direct coupling clutch control valve 90, the oil passage 465 is connected to the discharge oil connected from the supply oil passage 401 or the oil cooler 462 to the lubrication system on the engine 1 side of the transmission. The oil passage 466 is selectively communicated with the supply oil passage 460 or the discharge oil passage 467. The solenoid valve 300 is controlled by the electronic control device 290.
When an engagement command for the direct coupling clutch 9 is given to the direct coupling clutch 9, oil pressure regulated by the direct coupling clutch control valve 90 is supplied from the oil passage 401 to 465 as shown by the solid line arrow in FIG. is hydraulic chamber 4
The piston 38 is pushed leftward by the hydraulic pressure acting on the piston 2 and is engaged with a predetermined amount of slip. The hydraulic characteristics due to the direct coupling clutch control valve 90 are
Shown in Figure 3. The output oil pressure Pc generated in the oil passage 465 with respect to the control oil pressure Ps acting on the pressure receiving surface 96 of the spool 91 has the characteristics shown in FIG. If the hydraulic pressure acting on the piston 38 is controlled by a computer to provide a slip amount that is slightly below the range of speed fluctuations of the crankshaft 2 caused by the fluctuating torque of the engine 1, most of the fluctuating torque of the crankshaft 2 can be transmitted. This results in highly efficient power transmission and improved fuel efficiency. By the way, when starting or suddenly accelerating, the direct coupling clutch 9 is activated to utilize the characteristics of the torque converter 3 on the feeling.
It is necessary to remove the electronic control unit 29.
0, the energization of the solenoid valve 300 is stopped, and the direct coupling clutch control valve 90 is switched to allow oil to flow in the direction opposite to that indicated by the dashed arrow in FIG.
That is, the torque converter control valve 70
Low oil pressure oil of 2.5Kg/cm ² flows from oil path 460 to 466.
The piston 38 of the direct coupling clutch 9 moves to the right by the hydraulic pressure acting on the hydraulic chamber 41, and its engagement is released. In this way, in this embodiment, the hydraulic control valve 250 is used to control the output hydraulic pressure to each frictional engagement device during forward movement.
and the N-R control valve 270 for controlling the output hydraulic pressure to the low reverse brake 15 when reversing are controlled by the duty control of one solenoid valve 325, when one hydraulic control valve 250 is When operating as a hydraulic adjustment valve, the other N-
The spool 274 and spring 275 of the R control valve 270 operate as an accumulator for alleviating pulsations in the control oil passage through duty control. Conversely, when the NR control valve 270 operates as a pressure regulating valve, the hydraulic control valve 250 operates as an accumulator for pulsation mitigation. Therefore, malfunction of the frictional engagement device due to pulsation is also prevented, and durability is improved. In addition, in the above embodiment, two hydraulic pressure regulating valves 250,
270 are provided with springs so as to have an accumulator effect on each other. For example, instead of the spring 255, the pressure on the upstream side of the orifice 426 is applied to the oil pressure regulating valve 250 as a reaction force for oil pressure control. It may be made to act on the right end pressure receiving surface, and in this case, an accumulator effect will be provided when only the oil pressure regulating valve 270 is not performing its original pressure regulating action. As described above in detail together with the embodiments, the electronically controlled hydraulic control device of the present invention can absorb the occurrence of pulsations caused by duty control and perform highly accurate control, and can No defects occur, and durability is improved and malfunctions are prevented.

[Brief explanation of the drawing]

Fig. 1 is a power train diagram of a vehicle automatic transmission to which the present invention is applied, and Fig. 2 shows the engagement state of each frictional engagement device in the automatic transmission in relation to the select lever position. FIG. 3 is a sectional view of a torque converter and a direct coupling clutch, and FIG. 4 is a system diagram showing a hydraulic control device for the automatic transmission equipped with an electronically controlled hydraulic control device according to an embodiment of the present invention. , Figures 5 and 6 show the output pressure Pa during forward movement and the output pressure Pb during backward movement with respect to the control pressure Ps in the electronically controlled hydraulic control device.
Figures 7 to 10 are graphs showing the characteristics of hydraulic control by the electronically controlled hydraulic control device over time and engine speed. Figures 11 to 22 are upshift and downshift. FIG. 23 is a graph showing oil pressure control characteristics at each gear stage, and FIG. 23 is a graph showing oil pressure characteristics by a direct coupling clutch control valve. In the drawing, 1 is an engine, 3 is a torque converter, 9 is a direct coupling clutch, 17 is a planetary gear set, 50
is a pressure regulating valve, 70 is a torque converter control valve, 90
110 is a direct coupling clutch control valve, 110 is a pressure reducing valve, 130 is
is a shift control valve, 150 is a manual valve, 170 is a 1st speed - 2nd speed shift valve, 190 is a 2nd speed - 3rd speed and 4th speed -
3-speed shift valve, 210 is an ND control valve, 230 is a 4-speed clutch control valve, 250 is a hydraulic control valve (hydraulic regulating valve), 270 is a NR control valve (hydraulic regulating valve),
280 is a rear clutch control valve, 290 is an electronic control device, 300, 310, 320, 325 are solenoid valves, 340 is an electronically controlled hydraulic control device, 40
8 is a control oil passage, and 426 is an orifice.

Claims (1)

[Claims] 1. A control oil passage that is supplied with hydraulic oil at a predetermined pressure from a hydraulic supply source and that is equipped with an orifice;
a solenoid valve that adjusts the control pressure in the control oil passage downstream of the orifice by controlling the time ratio for opening and closing the oil drain hole communicating with the downstream side of the orifice in the control oil passage; The input oil includes a spool that communicates with an input oil passage communicating with the hydraulic pressure supply source, an output oil passage communicating with the hydraulically operated equipment, and the control oil passage, and is formed with a pressure receiving surface that receives the control pressure. two hydraulic pressure regulating valves configured to adjust the pressure of the hydraulic oil from the passage according to the control pressure and supply it to the output oil passage;
a spring provided in at least one of the two hydraulic pressure regulating valves to bias the spool in a direction opposite to the pressing direction of the control pressure acting on the pressure receiving surface; 1. An electronically controlled hydraulic control device comprising: a switching valve disposed between the valve and the input oil passage of the two hydraulic pressure regulating valves.