JPS63312554A - Automatic transmission using rotary valve - Google Patents

Abstract

PURPOSE:To make a valve body compact by enabling shifting of 2.5 and 3.5 speeds in such a manner that clutch engagement pressure engaged only at three speed and break release pressure engaged at two and four speeds in a same oil line are supplied. CONSTITUTION:A shift from second speed to third speed is carried out by the engagement of clutch C2 after release of a break B1 and engagement of a clutch C0 are performed simultaneously, while a shift from third speed to second speed performs engagement of the break B1 and the release of the clutch C2 simultaneously after the clutch C0 is released. A 2.5 speed condition where the clutch C1 under a way is released is given by the positioning of a rotary valve 3. The timing of the release of the break B1 and the engagement of the clutch C2 and the timing of the engagement of break B1 and the release of clutch C2 are attained by supplying the engagement pressure of a clutch C2 and release pressure of break B1 in a same oil line so that 2.5 and 3.5 speed conditions are made possible.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an automatic transmission using a rotary valve for switching oil passages by an electric motor according to a shift range.

[Conventional technology]

The automatic transmission has a planetary gear mechanism equipped with a hydraulic torque converter and a plurality of frictional engagement devices for obtaining several gear stages, and operates the frictional engagement devices according to the driving state of the vehicle. is configured to automatically control the planetary gear mechanism to the most suitable speed change state for the driving condition of the vehicle at that time, and the switching control of the frictional engagement device is controlled by hydraulic pressure. This is done by a control device.

Conventionally, the above-mentioned hydraulic control device is operated by an equilibrium relationship between a manual pulp that is linked to a manual shift lever in the passenger compartment and changes the gear range, and a governor pressure that changes depending on the throttle opening and vehicle speed. A shift pulp is incorporated, and the gear position of the planetary gear mechanism is selected by switching the frictional engagement device based on the throttle opening degree and vehicle speed corresponding to each shift range.

11 and 12 show a conventional automatic transmission proposed in Japanese Patent Publication No. 8660/1983. The output of the engine 101 is transmitted to an input shaft 104 via a lock-up clutch 102 or a torque converter 103, and further transmitted to a transmission gear train 105 located at the rear of the input shaft that achieves four forward stages and one reverse stage. . The output that has passed through the transmission gear train 105 is transmitted to a transfer shaft 108 by an output gear 107 fixed to an output shaft 106, and further transmitted to a differential gear mechanism 110 by a counter drive gear 109. The speed change gear train 105
has three clutches CI, CI, CI, two brakes B1, B2, one one-way clutch F, and one
It is composed of a planetary gear mechanism S of &Il, and a gear stage as shown in FIG. 12 can be obtained by a combination of engagement and release of each clutch and brake.

In the automatic transmission described above, when shifting from second speed to third speed, oil pressure is first applied to clutch C3, and then clutch C1
Also, when shifting from 4th to 3rd gear, the timing is set so that clutch C+ is engaged first and then clutch C is engaged to prevent shift stagnation. There is.

[Problem that the invention seeks to solve]

However, in the above-mentioned conventional automatic transmission, when shifting from 2nd speed to 3rd speed or from 4th speed to 3rd speed, timing pulp is used to time the engagement and release of each clutch. However, there is a problem in that the hydraulic circuit becomes complicated.

In addition, it is equipped with a manual pulp that changes the gear range in conjunction with the shift lever, and a shift valve that is switched depending on the throttle opening and vehicle speed, so it is necessary to shift when increasing the number of gears. There are problems in that the required number of valves increases, the pulp body becomes larger, and the hydraulic circuit becomes more complex.

Furthermore, in recent years, it has become necessary to install various information devices such as road surface condition determination, traffic information, and navigation systems in the vehicle interior, and the shift lever for operating the manual pulp is a large part of the vehicle interior. It has the problem of occupying a large area.

The present invention solves the above problems by unifying the conventional manual pulp and shift valve, and
The purpose of the present invention is to provide an automatic transmission using a rotary valve that can eliminate timing pulp and the like.

[Means for solving problems]

For this purpose, an automatic transmission using the rotary valve of the present invention has an oil path that supplies oil to a hydraulic servo of a frictional engagement device in an automatic transmission, an electric motor controlled by a speed change command, and a rotary valve rotated by the electric motor. A driven rotary valve is provided, a line pressure oil passage and a drain oil passage are formed in the rotary valve, and the speed is changed by selectively communicating the line pressure or the drain to the oil passage by rotation of the rotary valve. In automatic transmissions, by supplying the clutch engagement pressure that is engaged only in 3rd gear and the brake release pressure that is engaged in 2nd and 4th gears through the same oil passage, 2.5 and 3rd gears can be controlled. It is characterized by the ability to shift to 5 speeds.

[Action and effect of the invention]

In the present invention, the shift from 2nd speed to 3rd speed is performed by simultaneously releasing B1 and engaging CI, and then holding 00.
To shift from 3rd gear to 2nd gear, after releasing Co, 81 is engaged and 02 is released at the same time, so a 2° 5th gear state in which 00, which is an intermediate stage, is released is created by positioning the rotary valve 3. , Similarly, 3.5 speed also changes from 3rd to 4th speed.
To shift from 4th to 3rd speed, engage BI and release 02 at the same time after releasing C1, and to shift from 4th to 3rd speed, engage 01 after releasing B1 and engaging C2 at the same time. In order to do this, a 3rd and 5th speed state in which the intermediate stage 01 is released is created by positioning the rotary valve 3. The timing of the release of B1 and the engagement of 08, the engagement of B, and Ct
As mentioned above, the timing of release of B is determined by the C1 engagement pressure and the B
This is achieved by supplying + release pressure through the same oil path.

Therefore, according to the present invention, the conventional manual pulp, shift valve, and lock-up clutch switching valve can be integrated into one, and the timing valve and the like can be eliminated, making it possible to make the pulp body more compact. Further, in order to electrically transmit the movement of the shift lever to the pulp, the shift lever can be made smaller or replaced with a button-type switch, and the cabin space can be increased.

〔Example〕

Embodiments of the present invention will be described below with reference to the drawings. 1st
The figure is a hydraulic circuit diagram showing one embodiment of an automatic transmission using the rotary valve of the present invention, Figure 2 is a configuration diagram of an automatic transmission to which the present invention is applied, and Figure 3 shows the operation of Figure 2. 4 shows an embodiment of the rotary valve shown in FIG. 1, (a) is a side view, (b) is a left side view thereof, and (c) is a diagram for explanation.
is a right side view, Fig. 5 is an exploded view of the rotary valve shown in Fig. 4, and Fig. 6 is an exploded view of the rotary valve shown in Fig.
7 is an operational diagram showing another embodiment of an automatic transmission using the rotary valve of the present invention; FIG. 8 is a sectional view showing another embodiment of the rotary valve; FIG. 9 is a developed view thereof, and FIG. 10 is a sectional view of FIG. 8 for explaining the operation of the rotary valve.

First, an automatic transmission to which the present invention is applied will be explained with reference to FIG. 2. The torque converter section A consists of a torque converter 30 and a lock amplifier clutch 31, and converts engine rotation from a crankshaft 32 to oil in the torque converter 30. The signal is transmitted to the input shaft 33 in the automatic transmission mechanism section B through a mechanical connection using a lock-up clutch 31 or a lock-up clutch 31.

The 4-speed automatic transmission mechanism section B has a second clutch C8, a first brake B11, a planetary gear unit 34, a first clutch C1, and a third clutch C0 arranged in order from the engine output side on the outer periphery of the human power shaft 33. Further, a hollow shaft 35 is rotatably fitted onto the outer periphery of the input shaft 33.

The planetary gear unit 34 is of a dual type, including a sun gear S formed on the hollow shaft 35, a ring gear R8, and a first pinion P that meshes with these gears.
The carrier CR also supports a second pinion P□ that meshes with the pinion Pl and the ring gear R2.

On the other hand, the second clutch C1 has a hollow shaft 35 and an input shaft 33.
A first brake B1 made of a band brake can be moved into and out of contact with the outer periphery of the second clutch C8.

Further, a counter drive gear 36 is disposed approximately in the center of the automatic transmission mechanism section B, and the inner periphery of the dry gear 36 is spline-coupled with the carrier CR. for,
One-way clutch Fl is spline-coupled, and
A clutch type second brake Bz is interposed between the outer periphery of the ring gear R1 and the axle housing. Furthermore, the first clutch C1 is interposed between the input shaft 33 and the outer circumference of the ring gear R+ of the planetary gear unit 34, and the third clutch C0 is interposed between the input shaft 33 and the outer circumference of the ring gear R+ of the planetary gear unit 34.
and the outer periphery of the ring gear R8 of the planetary gear unit 34.

The automatic transmission with the above configuration has a planetary gear unit 34.
However, since the carrier CR and sun gear S are integrally configured, the size can be reduced, and since the counter drive gear 36 is located approximately in the center of the automatic transmission mechanism, the transmission path is reciprocating. Therefore, it is possible to achieve compactness in the axial direction.

Next, the hydraulic circuit of the four-speed automatic transmission having the above configuration will be explained with reference to FIG.

The pressure of the oil raised by the oil pump 1 is regulated to a predetermined line pressure by the primary regulator pulp 2, and the oil is sent to the rotary valve 3 via the oil path a. The rotary valve 3 is rotationally driven by an electric motor 5 controlled by an electronic control device 4, and the position of the rotary valve 3 is determined according to signals from a throttle sensor 6, a vehicle speed sensor 7, a neutral switch 8, and a rotary valve sensor 9. be exposed. Then, depending on the position of the rotary valve 3, a line pressure oil path and a drain oil path of the rotary valve 3, which will be described later, are selected, and the oil pressure of the hydraulic servos C-01C-1, C-2 of the clutches Co and C15C8 and the brakes Bl and Bt is selected. Line pressure is supplied to and discharged from the servos B-1 and B-2.

Here, on the upper side of the piston lO of the hydraulic servo B-1,
While an oil passage from the rotary valve 3 is connected, the opposite side of the piston 10 is connected to an oil passage C which is connected from the rotary valve 3 to a hydraulic servo C-2. , so that when line pressure is supplied from the oil passage, the piston 1
0 moves downward in the figure, tightens the band brake (not shown), engages the brake B1, and fixes the hollow shaft 35 (Figure 2), but line pressure is supplied from the oil path C to the hydraulic servo C-2. When the clutch C1 is engaged, line pressure is simultaneously supplied to the lower side of the piston 10, and the piston IO
is configured so that the brake B moves upward and the brake B is released.

Further, the pressure of the oil regulated in the primary regulator pulp 2 is regulated to a secondary pressure in the secondary regulator pulp 11, and is supplied to the lubrication system and to the lock-up clutch switching pulp 12. The lock-up clutch switching pulp 12 is connected to the rotary valve 3
The lock-up clutch is engaged and released by being switched by a hydraulic signal from the oil passage d, and secondary pressure is supplied to the oil passage e or the oil passage f. FIG. 3 shows the engaged and released states of each of the frictional engagement devices in each shift range.

Next, the structure of the rotary valve 3 will be explained with reference to FIGS. 4 to 6.

FIG. 4(a) shows a side view of the rotary valve 3. The rotary valve 3 is formed into a hollow cylindrical shape and has a line pressure oil passage 13 in the center. As shown in the developed view of the figure, a line pressure oil passage X is formed, and a drain oil passage Y is formed on the outer peripheral surface of the rotary valve 3. Further, on the left side of the rotary valve 3 as shown in FIG. 4(b), a detent groove 15 corresponding to the number of shift ranges is formed, and on the other hand, a ball biased by a spring is formed on the pulp body side. (not shown) is provided to position the rotary valve 3 at each shift range position. In addition, on the right side of the rotary valve 3, as shown in FIG. 4(C),
A cross-shaped groove 16 that engages with the rotating shaft of the electric motor 5 is formed.

For the line pressure oil passages X and drain oil passages Y shown in the development diagram of FIG. 5 above, line pressure is supplied to the ○ mark and drain is made to the x mark, corresponding to the operation table shown in Fig. 3. It is formed like this. FIG. 6 shows a cross-sectional view of each part in FIG. 4(a), and shows the state of the line pressure and drain when the rotary valve 3 is shifted to the R position. That is, when the rotary valve 3 rotates and is located in the R range, the oil in the hydraulic servos C-1, B-1, and C-O is drained, while the line pressure is applied to the hydraulic servos C-2 and B-2. is supplied.

Next, the operation of the automatic transmission having the above configuration will be explained.

First, in the l-speed state, the first clutch CI is engaged. Then, the rotation of the input shaft 33 is transmitted to the ring gear R via the first clutch C1, and at this time, the rotation of the input shaft 33 is transmitted to the ring gear R2.
Since rotation is prevented by the one-way clutch F1, the common carrier CR is rotated at a significantly reduced speed in the forward direction while causing the sun gear S to idle in the reverse direction, and the rotation is taken out from the counter drive gear 36.

In the second speed state, in addition to the engagement of the first clutch C1, the first brake B1 is operated, and the rotation of the sun gear S is stopped by the first brake B1, so that the rotation of the ring gear R1 from the input shaft 33 is The carrier CR is decelerated and rotated in the positive direction while causing the ring gear R8 to idle in the positive direction, and the rotation is taken out from the counter drive gear 36 as second speed.

In the third speed state, in addition to the engagement of the first clutch C1, the third
Clutch C0 and second clutch C: are engaged, and the rotation of input shaft 33 is transmitted to ring gear R1 via clutch c1, and at the same time, rotation of input shaft 33 is transmitted to ring gear R via clutch co.
Each element of the planetary gear unit 34 rotates as a unit, so that the carrier CR also rotates as a unit, and rotation at the same speed as the input shaft 33 is extracted from the counter drive gear 36. Note that in the 3rd speed state in FIG. 3, it is shown that hydraulic pressure is being supplied to the brake B1, but
As mentioned above, since the pressure of the clutch C8 is connected to the brake B and the release mechanism, the brake B is not engaged and can rotate together.

In addition, in the fourth speed state, when the first clutch CI is released and the third clutch CD and the first brake B are activated, the rotation of the input shaft 33 is transmitted to the ring gear R via the clutch Co. At this time, since the sun gear S is stopped by the brake B, the carrier CR rotates at high speed while causing the ring gear R1 to speed up and idle, and the high speed rotation is taken out from the counter drive gear 36 as an overdrive.

In reverse range, the second clutch C! Then, the second brake B8 is engaged, and the rotation of the input shaft 33 is transmitted to the sun gear S via the second clutch C2. At this time, since the ring gear R8 is fixed by the braking of the second brake B2, While the ring gear R1 is being reversed, the carrier CR is also reversed, and the reverse rotation of the carrier CR is taken out from the counter drive gear 36.

Furthermore, in the l-speed state during coasting, the one-way clutch F1 is in a free state, but the first clutch CI
In addition to this, the second brake B is engaged, and the ring gear R8 is fixed by the brake B, the first speed state is maintained, and the engine brake is effectively operated.

Furthermore, shift control for 2nd, 5th, and 3.5 speeds, which is a feature of the present invention, will be explained. Shifting from 2nd to 3rd gear is
After releasing B and engaging C8 at the same time, engaging Co, and shifting from 3rd to 2nd speed, after releasing C0, engaging 81 and releasing CI at the same time, so A 2nd and 5th speed state in which stage 00 is released is created by positioning the rotary valve 3. Similarly, 3.5 speed is also 3.5 speed.
To shift from speed to 4th speed, after releasing CI, engage 81 and release Ct at the same time. To change from 4th to 3rd speed, release B and engage C3 at the same time. 3, 5 where intermediate stage CI is released to engage 01
This state is created by positioning the rotary valve 3. The timing of the release of B and the engagement of Ct and the timing of the engagement of B1 and the release of C are achieved by supplying the C2 holding pressure and the release pressure of B and C through the same oil passage, as described above. Ru.

Next, to explain the switching control of the lock-up clutch, in FIG. , the lock amplifier clutch switching valve 12 moves downward, the secondary pressure is supplied to the lock-up clutch ON circuit, and the lock-up clutch is turned on. Conversely, when the lock 7 sob clutch switching signal pressure in the oil path d is drained by the rotary valve 3, the spring force of the lock-up clutch switching pulp 12 and the line pressure from the lower boat cause the lock-up clutch switching pulp 12 to move upward. secondary pressure is supplied to the lock amplifier clutch OFF circuit, and the lock amplifier clutch becomes 0FFa.
It will be 1jll.

Next, other embodiments of the rotary valve of the present invention will be described with reference to FIGS. 7 to 10.

The idea of this embodiment is to select hydraulic servos C-1, C-0SB-1, and B-2 in which O (line pressure supply) and × (drain) are regularly consecutive in the operation diagram of Fig. 7. , as shown in FIGS. 8 and 9, there are line pressure supply holes 6 to these.
2 and a drain groove 63 are arranged on the upper side of the spool 51 to make the line pressure oil passage and the drain oil passage common. On the other hand, in this embodiment, the line pressure supply hole 64 and the drain groove 65 to the hydraulic servo C-2 with irregular ○ (line pressure supply) and × (drain) are arranged on the lower side of the spool 51. Since the oil passages are arranged on the same circumference,
It is possible to change the speed in 9 ways as shown in Fig. 7 corresponding to each shift, and the length of the valve in the axial direction is shortened, which, together with the miniaturization of the automatic transmission mechanism, contributes to the overall compactness. It is.

FIG. 10 shows the operating state of the rotary valve in the R range. That is, the spool 51 rotates,
When located in R range, hydraulic servo B-1, C-01
The oil in C-1 is drained, while the oil in hydraulic servo B-2,
Line pressure is supplied to C-2.

Note that the present invention is not limited to the above-mentioned embodiments, and various modifications can be made.

For example, the present invention is not limited to the automatic transmission mechanism of the above embodiment, but can be applied to any type of automatic transmission by configuring the oil passage of the rotary valve by increasing or decreasing the hydraulic servo.

As explained above, according to the present invention, conventional manual valves, shift valves, and lock-up clutch switching valves can be integrated into one, timing valves, etc. can be eliminated, and the valve body can be made more compact. Furthermore, in order to electrically transmit the movement of the shift lever to the valve, the shift lever can be made smaller or replaced with a button-type switch, and the interior space of the vehicle can be increased.

[Brief explanation of the drawing]

FIG. 1 is a hydraulic circuit diagram showing one embodiment of an automatic transmission using the rotary valve of the present invention, FIG. 2 is a block diagram of an automatic transmission to which the present invention is applied, and FIG. 3 is a diagram similar to that of FIG. A diagram for explaining the operation, FIG. 4 shows an embodiment of the rotary valve of FIG. 1, (a) is a side view, (b) is a left side view, (
C) is a right side view, FIG. 5 is a developed view of the rotary valve in FIG. 4, FIG. 6 is a sectional view of FIG. 4(a) for explaining the operation of the rotary valve, and FIG. Operation diagram showing another embodiment of an automatic transmission using a rotary valve, No. 8
The figure is a sectional view showing another embodiment of the rotary valve, FIG. 9 is a developed view thereof, FIG. 10 is a sectional view of FIG. 8 for explaining the operation of the rotary valve, and FIGS. 11 and 12 are conventional FIG. 2 is a diagram for explaining an automatic transmission. 3... Rotary valve, 4... Electronic control device, 5...
・・Electric motor, C-O to C-2 and B-1 to B-2
...Hydraulic servo. Applicant: Aisin Warner Co., Ltd. Representative Patent Attorney Hiroki Shirai (2 others) Figure 2 Bow: ) PCR3533 Figure 3 Figure 4 (a) Figure 4 (b) Figure 4 (C) Figure 5 Pressure No. 6 Section A-A Section B-B Section E-E Section F-F Figure (a) Section C-C Section D - [) Cross section GG [plane H-H 6th p cross section f-f cross section. -9 Figure (b) Cross section dd Cross section ee Cross section h-h Fir Surface ii<R1'fI
l＞1]0

Claims (3)

[Claims] (1) An oil passage supplying oil to a hydraulic servo of a frictional engagement device in an automatic transmission, an electric motor controlled by a speed change command, and a rotary valve rotationally driven by the electric motor, the rotary valve In automatic transmissions, in which a line pressure oil path and a drain oil path are formed, and the speed is changed by selectively communicating line pressure or drain to the oil path by rotation of a rotary valve, the transmission is engaged only in 3rd gear. It is characterized by making it possible to shift between 2.5 and 3.5 speeds by supplying the clutch engagement pressure for 2nd and 4th speeds and the brake release pressure for 2nd and 4th speeds through the same oil passage. Automatic transmission using rotary valves. (2) The oil passages are arranged in the axial direction of the rotary valve,
Claim 1, wherein the line pressure oil passage and the drain oil passage are formed in the axial direction of the rotary valve.
An automatic transmission using a rotary valve as described in . (3) The oil passages are arranged in the circumferential direction of the rotary valve, and the line pressure oil passage and the drain oil passage are formed in the radial direction of the rotary valve. Automatic transmission using rotary valves.