JPS63270952A - Controller of hydraulic actuation type transmission for vehicle - Google Patents

Abstract

PURPOSE:To reduce a starting shock by installing a control valve in an oil passage, which connects a high-speed hydraulic engaging element to a hydraulic power source at a time when a manual valve and a shift are in each low speed position of a running position, and closing it with a rise of hydraulic pressure to a low-speed hydraulic engaging element. CONSTITUTION:When a manual valve 9 is selected from an N position to a D one, pressure oil out of a hydraulic power source 8 is fed to each of first and second gear speed hydraulic clutches C1 and C2, whereby hydraulic pressure goes up together, and since a second gear transmission system is prior to a first gear transmission system by working of a one-way clutch intervening in this first gear transmission system, a vehicle is slowly started with relatively low torque. Next, when first gear pressure of the first gear hydraulic clutch C1 goes up to the specified pressure, a control valve 18 is selected from an open position to a close one, and oil of the second gear hydraulic clutch C2 is discharged out of a port 18a, so that torque transfer via the first gear hydraulic clutch C1 is started. Thus, a starting shock is reduced, and smooth starting can be performed.

Description

Detailed Description of the Invention (Industrial Application Field) The present invention provides a one-way transmission system that includes at least two stages of transmission system, a low-speed transmission system and a high-speed transmission system, and that allows over-rotation on the output side of the low-speed transmission system. The present invention relates to a control device for a hydraulically operated vehicle transmission that uses a clutch.

(Prior art) Conventionally, in this scale transmission, Japanese Patent Application Laid-Open No. 59-1667
As seen in Publication No. 50, a hydraulic circuit that controls oil supply and drainage to a low-speed hydraulic engagement element that establishes a low-speed transmission system and a high-speed hydraulic engagement element that establishes a high-speed transmission system has a neutral position and a traveling position. A manual valve that can be switched between at least two positions and a shift valve that can be switched between a low speed position and a high speed position is provided, and when the manual valve is switched to the running position, the low speed hydraulic engagement element and the The high-speed hydraulic engagement element is supplied with pressure oil from a hydraulic source via the shift valve in its high-speed position, and when the manual valve is switched from the neutral position to the travel position and the vehicle starts moving, the low-speed hydraulic engagement element is first engaged. A low-speed transmission system is established by lubricating only the elements, and then the high-speed hydraulic engagement elements are refueled by switching the shift valve to the high-speed position to establish a high-speed transmission system.

Here, according to the oil supply to the high-speed hydraulic engagement element, even if the low-speed hydraulic engagement element is lubricated, the one-way clutch that intervenes in the low-speed transmission system automatically stops torque transmission through the low-speed transmission system. A high-speed transmission system was established.

(Problem to be Solved by the Invention) In the above-mentioned vehicle, when the manual valve is switched to the running position and the vehicle is started, the vehicle starts to move relatively suddenly due to the relatively high torque transmitted through the low-speed transmission system, and the vehicle starts moving. There is a problem in which shocks are more likely to occur.

SUMMARY OF THE INVENTION An object of the present invention is to provide a device that solves these problems and allows smooth starting by reducing starting shock.

(Means for Solving the Problems) In order to achieve the above object, the present invention includes at least a two-stage transmission system, a low-speed transmission system and a high-speed transmission system, and provides over-rotation on the output side of the low-speed transmission system. A control device for a hydraulically operated transmission for a vehicle that intervenes with a one-way clutch that allows a low-speed hydraulic engagement element to establish the low-speed transmission system and a high-speed hydraulic engagement element to establish the high-speed transmission system. A hydraulic circuit for controlling oil supply and discharge is provided with a manual valve that can be switched between at least two positions, a neutral position and a running position, and a shift valve that can be switched between at least two positions, a low speed position and a high speed position,
By switching the manual valve to the travel position, pressure oil from a hydraulic source is supplied to the low-speed hydraulic engagement element and further via the shift valve to the high-speed hydraulic engagement element at the high-speed position. An oil passage is provided that brings the high-speed hydraulic engagement element into contact with the hydraulic pressure source at 1 fcT when the manual valve and the shift valve are in the travel position and the low speed position, respectively, and the oil passage is communicated with the oil passage. A control valve is provided that can be switched between an open position where the oil passage is disconnected and a closed position where oil is drained from the high-speed hydraulic engagement element, and the hydraulic pressure of the low-speed hydraulic engagement element is adjusted to a predetermined pressure. The present invention is characterized in that the control valve is switched to the closed position when the temperature rises.

(Function) When starting by switching the manual valve from the neutral position to the running position while the shift valve is in the low speed position, the control valve is initially in the open position, so the high speed hydraulic engagement element is activated together with the low speed hydraulic engagement element. The transmission of torque through the low-speed transmission system is stopped by the action of the intervening one-way clutch, and the vehicle begins to move gently with relatively low torque transmitted through the high-speed transmission system. When the oil pressure of the hydraulic engagement element rises to a predetermined pressure and the control valve is switched to the closed position, oil is drained from the high-speed hydraulic engagement element, torque transmission via the low-speed transmission system is started, A smooth start is achieved with reduced start shock.

Note that the oil passage with the control valve connected to the high-speed hydraulic engagement element is when the shift valve is in the low-speed position, and when the shift valve is switched to the high-speed position after starting, the oil passage is connected to the high-speed hydraulic engagement element through the control valve. Drainage of oil from all high-speed hydraulic engagement elements is stopped, and oil is supplied to the engagement elements to establish a high-speed transmission system.

(Example) The present invention will be explained with reference to the illustrated embodiments.

In FIG. 1, (1) shows a transmission that performs three forward speeds and one reverse speed. 1a) and an output shaft (1b) that is connected to the drive wheels (4) of the vehicle via a differential gear (5). G3) and reverse transmission system (GR)
Each forward transmission system (Gl) (G2) (G3)
Each hydraulic clutch (C
I) (C2) (C3) was intervened.

The reverse transmission system (GR) shares the 2nd speed transmission system (G2) and the 2nd speed hydraulic clutch (C2), and both transmission systems (G2) (GR) are connected to the selector on the output shaft (1b). This is selectively established via gear (6).

In the drawing, (7) is a one-way clutch that intervenes in the first speed transmission system (G1) and operates to allow over-rotation of the output shaft (1b).

The oil supply and drainage of each of the hydraulic clutches (C1, C2, and C3) is controlled, for example, by a hydraulic circuit shown in FIG. )
and a manual valve that can be freely switched to 5 positions: "P" for parking, "R" for reversing, "N" for neutral position, rDJ for automatic gear shifting for driving position, and "2" for holding 2nd gear. 9)
, a shift valve 0■ which is switched and operated according to the vehicle speed and throttle opening, a servo valve ('lv) for forward/reverse switching that connects the aforementioned selector gear (6), and a manual valve (9). At the rDJ position, the first oil path ([1) connected to the hydraulic pressure source (8) is connected to the second oil path (L2) connected to the shift valve 00, and the second and third speeds are connected via the shift valve aO. Oil is supplied to and discharged from each hydraulic clutch (C2) (C3).

The 1st speed hydraulic clutch (C1) is always supplied with oil via the 3rd oil path (L3) branched from the 2nd oil path (L2), and when shifting from 1st to 2nd speed, which will be described later, As the second-speed hydraulic clutch (C2) is refueled, its engagement force is gradually strengthened, and torque is transmitted through the second-speed transmission system (G2) to increase the rotational speed of the output shaft (1b) to the first-speed transmission system (G1). When the speed exceeds the one-way clutch (
7), the torque transmission via the first speed transmission system (G1) is automatically stopped.

The shift valve aO includes a first shift valve (101) for 1st-2nd speed shifting on the upstream side and a first shift valve (101) for 2nd-3rd speed on the downstream side, which are connected to each other via an intermediate fourth oil passage (L4). It consists of a second shift valve (102) for speed change, and the eight valves (1 (h) (102)
A governor pressure corresponding to the vehicle speed from the governor valve (+21) is applied to one end, that is, the right end, and a throttle pressure corresponding to the throttle opening from the first throttle valve (11+) is applied to the left side,
As the vehicle speed increases, the governor pressure first shifts the first shift valve (
10+) is from the 1st speed neck on the right side (position shown) to the 2nd position on the left side.
the second oil passage (L2) moves to the fourth oil passage (L4).
) is connected to the fifth oil passage (L5) on the outflow side of the second shift valve (102), and the sixth oil passage (L5) is connected to the fifth oil passage (L5) at the rDJ position of the manual valve (9). Pressure oil from the hydraulic source (8) is supplied to the 2nd speed hydraulic clutch (C2) via the oil passage (L6), and when the gear is shifted up from 1st gear to 2nd gear and the vehicle speed further increases, the 2nd gear shift valve ( 102) is 2 on the right
Move from the speed position (position shown) to the 3rd speed position on the left,
The fourth oil passage (L4) is switch-connected from the fifth oil passage (L5) to the seventh oil passage ([7) that connects to the third-speed hydraulic clutch (C3), and the fifth oil passage ([5) is connected to the first oil passage ([5)]. It is connected to the oil drain path (LDl) to drain oil from the 2nd speed hydraulic clutch (C2) and supply oil to the 3rd speed hydraulic clutch (C3), so that the gear can be shifted up from 2nd speed to 3rd speed. did.

Also, due to deceleration, the second shift valve (102) returns to the second gear position on the right side, and the fourth oil passage ([4) becomes the fifth oil passage (L5) and the seventh oil passage ([4]) as described above. L7) is the second oil drain path (LD2
), draining oil from the 3rd speed hydraulic clutch (C3) and supplying oil to the 2nd speed hydraulic clutch (C2), downshifting from 3rd speed to 2nd speed, and then the first shift valve (1 (h) returns to the 1st speed position on the right side, the 4th oil passage (L4) is connected to the oil drain boat (18a) of the control valve ■ (described later), and the oil drain from the 2nd speed hydraulic clutch (C2) is connected. Oil is applied and the gear is downshifted from 2nd gear to 1st gear.

In the drawing, a@ is a regulator valve (151) (152) that regulates the hydraulic pressure supplied from the hydraulic source (8) to a constant line pressure.
(153) is each hydraulic clutch (CI) (C2) (C
3) indicates an accumulator connected to each oil passage (L3) connected to each hydraulic clutch (CI) (C2) (C3).
(15017) and orifice (161) (16
2) (16a) and each accumulator (15d (1
52) (15a) and the respective pressure clutches (C1) (C
The accumulators (152) (15a) for 2nd speed and 3rd gear are designed to buffer the sudden increase in speed when refueling 2HC3), and to smoothen the shift between 2nd and 3rd gears, which tend to cause shift shock. ) to the second throttle valve (13
The throttle pressure corresponding to the throttle opening from 2) is applied as back pressure to each accumulator (152) (
The pressure saw area that produces the buffering effect of Is 3) is increased or decreased depending on the throttle opening, and each orifice (1
One-way valve (171) in parallel with 6d (162) (17
2) is provided so that oil can be quickly drained from each hydraulic clutch (C1) (C2).

In the drawing, (L8) indicates the eighth oil passage connected to the fourth oil passage ([4) at the 1st speed position of the second shift valve (1 (h)), and the upstream of the eighth oil passage (L8) The end of the manual valve (9) and the first shift valve (1(h) are connected to the second oil passage ([2)
are in the I[J position and the 1st gear position, respectively, the 2nd speed hydraulic clutch (C2) is connected to the hydraulic power source (8) via the path via the 8th oil passage ([8), 8 oil road ([8)
Then, the left side open position (position shown in the figure) where the eighth oil passage (L8) is communicated with the eighth oil passage (L8) is disconnected and the downstream part thereof is connected to the oil drain boat (18a). A control valve ae is provided which can be freely switched between the right-hand closed position and the control valve aF3.
The oil pressure of the 1st speed hydraulic clutch (C1) is inputted into the oil chamber at the left end of the engine via the pilot oil passage (L3a) branched from the third oil passage (L3), and the control is performed by increasing the oil pressure to a predetermined pressure Ps. Valve aFj was adapted to be switched to the closed position against a spring (18b).

Further, the pilot oil passage (L3a) is branched from the downstream part of the orifice (161) intervening in the third oil passage (L3), and the oil passage (L3a) is connected to the upstream of the eighth oil passage (L8). A side passage parallel to the orifice (16d) was formed by the side portion, and the side passage was communicated with the control valve ae in the closed position.

Next, to explain the operation of the above embodiment, the manual valve (9)
When switching from the rNJ position to the rDJ position and starting, the pressure oil from the hydraulic source (8) flows through the first oil path ([1) → second oil path (L2) → third oil path (L3). At the same time, the first speed hydraulic clutch (C1) is supplied with oil, and the oil is supplied from the second oil passage (L2) to the eighth oil passage ([8) → the fourth oil passage. Oil passage ([4) → 5th oil passage ([
5) → 2nd speed hydraulic clutch (C
2) is also supplied with oil, and the oil pressure of the 2nd speed hydraulic clutch (C2) (
The oil pressure of the first speed hydraulic clutch (C1) (hereinafter referred to as the first speed pressure) both rise as shown in the third diagram.

In this case, due to the action of the one-way clutch (7) intervening in the first-speed transmission system (G1), torque transmission via the second-speed transmission system (G2) has priority over the first-speed transmission system (G1), and When the vehicle starts to move slowly with a relatively low torque transmitted through the speed transmission system (G2), and then the first speed pressure rises to the predetermined pressure Ps and the control valve a8 switches from the open position to the closed position,
The oil in the second speed hydraulic clutch (C2) is discharged from the oil drain boat (18a) of the control valve [phase], the second speed pressure decreases, and torque transmission via the first speed transmission system (G1) is started. As a result, a smooth start with reduced start stains is achieved.

Here, when the control valve ■ switches to the closed position, the orifice (
16+) via a bypass parallel to the first-speed hydraulic clutch (C1
), the 1st gear pressure rapidly rises, and
Deterioration of starting performance due to a delay in engagement of the first speed hydraulic clutch (C1) is prevented. After starting, the control valve ■ is held in the open position, and the first shift valve (10+) and the second shift valve (102)
Shifting from 1st to 3rd speed is performed by switching between the two speeds.

In the above embodiment, the 2nd speed hydraulic clutch (C2
), but the downstream end of the 8th oil passage ([8) is connected to the 2nd oil drain passage (LD2) as shown by the imaginary line in Figure 2, and the 3rd speed hydraulic clutch (C3 ) may be refueled.

(Effects of the Invention) As described above, according to the present invention, the high-speed hydraulic engagement element is refueled at the time of starting, and after the vehicle is started to move slowly by transmitting torque through the high-speed transmission system, the low-speed transmission system is activated. Compared to the conventional system in which torque transmission is performed through the low-speed transmission system from the beginning of the start, the start shock is reduced and smooth start is achieved.

[Brief explanation of drawings]

FIG. 1 is a line diagram of an example of a transmission to which the present invention is applied, FIG. 2 is a hydraulic circuit diagram thereof, and FIG. 3 is a line diagram showing changes in oil pressure of a hydraulic engagement element at the time of starting. (1)...Transmission (G1)...1st speed transmission system (low speed transmission system) (G2)...
・2nd speed transmission system (^speed transmission system) (C1)...1st speed hydraulic clutch (low speed hydraulic engagement element) (C2)...2nd speed hydraulic clutch (high speed hydraulic engagement element) (7)...・One-way clutch (8)... Hydraulic source (9)... Manual valve (10... Shift valve (L3)... Third oil path (oil path for low-speed hydraulic engagement element)
([8)...8th oil passage (oil passage for high-speed hydraulic engagement element)
(161)... Orifice ('I8... Figure 1 procedure amendment document outside the control valve Showa year, month, day)

Claims (1)

[Claims] A hydraulically operated transmission for a vehicle, comprising at least a two-stage transmission system, a low-speed transmission system and a high-speed transmission system, and a one-way clutch that allows over-rotation on the output side intervenes in the low-speed transmission system. The control device of the machine is a hydraulic circuit that controls oil supply and drainage to the low-speed hydraulic engagement element that establishes the low-speed transmission system and the high-speed hydraulic engagement element that establishes the high-speed transmission system, and has a neutral position and a traveling position. a manual valve that can be freely switched between at least two positions;
A shift valve that can be freely switched between at least two positions, a low speed position and a high speed position, is provided, and when the manual valve is switched to the travel position, the low speed hydraulic engagement element and the hydraulic engagement element are connected to the high speed position through the shift valve. The high-speed hydraulic engagement element is supplied with pressure oil from a hydraulic source, when the manual valve and the shift valve are in a traveling position and a low-speed position, respectively. Provide an oil line that connects to the source,
A control valve that can be switched between an open position that communicates the oil passage and a closed position that disconnects the oil passage and drains oil from the high-speed hydraulic engagement element is interposed in the oil passage, and 1. A control device for a hydraulically operated transmission for a vehicle, characterized in that the control valve is switched to a closed position when the hydraulic pressure of a hydraulic engagement element rises to a predetermined pressure. 2. An orifice is interposed in the oil passage that connects the low-speed hydraulic engagement element to the hydraulic power source in the traveling position of the manual valve, and a side passage parallel to the orifice is provided in communication with the control valve in the closed position. A control device for a hydraulically operated transmission for a vehicle according to claim 1, further comprising: a control device for a hydraulically operated transmission for a vehicle as claimed in claim 1;