JPS6333583B2 - - Google Patents

Description

[Detailed description of the invention]

The present invention relates to a hydraulic control device for an automatic transmission using a torque converter, and particularly to a line pressure control device thereof. Conventional line pressure control devices are designed to vary line pressure in accordance with throttle pressure and to reduce oil pressure at vehicle speeds above a predetermined speed. This changes the line pressure according to the output torque of the engine, and also changes the line pressure according to the increase in torque due to the action of the torque converter, thereby providing sufficient hydraulic pressure for frictional engagement elements such as clutches and brakes. This is to supply. However, with conventional line pressure control devices,
Because the oil pressure was changed stepwise around a predetermined vehicle speed, the characteristics of the line pressure did not fully match the characteristics of the torque input to the transmission mechanism through the torque converter, and line pressure was unnecessary. There was a high area. As a result, the oil pump has to work more than necessary, resulting in a problem that the efficiency of the automatic transmission as a whole is reduced. The present invention is based on throttle pressure and vehicle speed (governor pressure).
It is an object of the present invention to solve the above-mentioned problems by providing a cutback valve that generates a cutback pressure corresponding to the cutback pressure. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described below with reference to FIGS. 1 to 9 of the accompanying drawings showing embodiments thereof. Figure 1 shows 4 forward speeds and 1 reverse speed with overdrive.
The power transmission mechanism of the automatic transmission is shown as a skeleton diagram. This power transmission mechanism consists of a torque converter T/
An input shaft I transmits the rotational force from the engine output shaft E through C, an output shaft O transmits the driving force to the final drive device, a first planetary gear set G1, and a second planetary gear set G1.
Planetary gear set G2, first clutch C1, second clutch C2, third clutch C3, first brake B1,
2nd brake B2 and one-way clutch
Has OWC. The first planetary gear set G1 includes a sun gear S1, an internal gear R1, and a pinion gear P1 that meshes with both gears S1 and R1 simultaneously.
It consists of a carrier PC1 that supports
The planetary gear set G2 also includes a carrier that supports a sun gear S2, an internal gear R2, and a pinion gear P2 that meshes with both gears S2 and R2 at the same time.
It consists of PC2. Carrier PC1 can be connected to input shaft I via clutch C2,
The sun gear S1 can also be connected to the input shaft I via a clutch C1. Carrier PC1 can also be connected to internal gear R2 via clutch C3. Sun gear S2 is always connected to input shaft I, and internal gear R1 and carrier PC2 are always connected to output shaft O.
Brake B1 can fix carrier PC1, and Bucherer brake B2 can fix sun gear S1.
It is possible to fix the The one-way clutch OWC has a structure that allows the carrier PC1 to rotate forward (rotation in the same manner as the engine output shaft E) but does not allow reverse rotation (rotation in the opposite direction to forward rotation (i.e., a structure that acts as a brake only when reversed). The above power transmission mechanism includes clutches C1, C2 and C3, and brake B1 (one-way clutch OWC).
and B2 in various combinations, each element S1, S of the planetary gear sets G1 and G2
2, the rotational states of R1, R2, PC1, and PC2 can be changed, thereby making it possible to variously change the rotational speed of the output shaft O relative to the rotational speed of the input shaft. By operating the clutches C1, C2 and C3 and the brakes B1 and B2 in combination as shown in the table below, four forward speeds and one reverse speed can be obtained.

[Table] In the above table, O marks indicate operating clutches and brakes, α1 and α2 are the ratios of the number of teeth of sun gears S1 and S2 to the number of teeth of internal gears R1 and R2, respectively, and the gear ratio is the ratio of the rotation speed of the input shaft I to the rotation speed of the output shaft O. Furthermore, the display (OWC) below B1 indicates that the first speed can be obtained by the one-way clutch OWC even when the brake B1 is not operated. However, in the first speed in this case, it is not possible to drive from the output shaft O side (that is, the engine brake is not effective). FIG. 2 is a hydraulic circuit diagram of a hydraulic control device for controlling the power transmission mechanism. This hydraulic control device includes a regulator valve 2,
Manual valve 4, throttle valve 6, throttle fuel safety valve 8, throttle modulator valve 10, pressure modifier valve 12, cutback valve 14, line pressure booster valve 16, governor valve 18, 1-2
Shift valve 20, 2-3 Shift valve 22, 3
-4 shift valve 24, 2-4 timing valve 26, 2-3 timing valve 28, 3-4 timing valve 30, 3-2 timing valve 3
2. 1st speed fixed range pressure reducing valve 34, torque converter pressure reducing valve 36, 1-2 accumulator 3
It has an 8, 4-3 accurator 40, and an overdrive inhibitor solenoid 42, and these valves are connected to each other as shown in FIG. 2, and an oil pump O/P, torque converter T/C, and clutch C1, C2 and boo rake B
1 and B2 are also connected as shown.
The brake B2 includes a servo apply chamber S/A, which is a hydraulic chamber for applying the brake, and a servo release chamber S/A, which is a hydraulic chamber for releasing the brake.
(The pressure receiving area of the servo release chamber S/R is larger than the pressure receiving area of the servo apply chamber S/A, so when hydraulic pressure is supplied to the servo release chamber S/R, the pressure receiving area of the servo apply chamber S/A Brake B2 is released even if hydraulic pressure is supplied to the brake B2. Overdrive inhibitor solenoid 42 is electrically connected to overdrive inhibitor switch SW. Next, the structure and operation of each valve will be explained. The regulator valve 2 has ports 102a to 1
02i and the valve hole 10
The spool 202 has lands 202a to 202d corresponding to the ports 252a and 2 and is fitted into the valve hole 102 so as to be movable in the axial direction.
52b and fixed within the valve hole 102; a spool 203 having lands 203a and 203b corresponding to the inner diameter of the sleeve 252 and fitted into the inner diameter of the sleeve 252 so as to be movable in the axial direction; A spring seat 254 disposed at the upper end of the sleeve 252 in the figure, and a land 2 of the spring seat 254 and the spool 202.
02d and a spring 302 provided between the two. Land 202 of spool 202
b, 202c and 202d have the same diameter, and the diameter of land 202a is smaller than the diameter of these lands. The land 254a of the spool 203 has a larger diameter than the land 254b. port 102
a, 102c and 102g are drain ports. The ports 102b and 102e are connected to an oil passage 402 (line pressure circuit) through which pressure oil is discharged from the oil pump O/P. An orifice 606 is provided at the entrance of the port 102b. The port 102d is connected to the oil pump O/through the oil passage 404.
It is connected to the variable capacity oil chamber C/C of P. The oil pump O/P is a variable displacement vane pump, and is configured to reduce the discharge amount according to the oil pressure supplied to the oil chamber C/C. Port 102f
is connected to port 136b of torque converter pressure reducing valve 36 via oil passage 406. Note that an orifice 608 is provided in the oil passage 406. Port 102h is connected to ports 114c and 114g of cutback valve 14 via oil passage 410, and port 102i is connected to port 114a of cutback valve 14 via oil passage 411.
and 114d, and ports 112c and 112e of the pressure modifier valve 12. The regulator valve 2 is connected to the oil passage 4 as follows.
Adjust the line pressure of 02. The port 10 is located at the difference in area between the lands 202a and 202b of the spool 202.
Hydraulic pressure acts from 2b and applies a downward force to the spool 202 in the figure. On the other hand, the spool 202 is subjected to an upward force in the drawing by the spring 302 and an upward force by the spool 203 (described later). The oil pressure in the port 102b is adjusted to balance the upward force by discharging the oil in the port 102e, which communicates with the port 102e through the oil passage 402, to the port 102f. That is, when the hydraulic pressure of the port 102b becomes high and the downward force becomes larger than the upward force, the spool 202 moves slightly downward, and a gap is formed between the land 202d and the port 102f, and from this gap the port The oil in port 102e flows out and the oil pressure in port 102e decreases, but since port 102e communicates with port 102b through oil passage 402, the oil pressure in port 102b eventually decreases.
Since the downward force is reduced, the spool 202 is pushed back upward. By continuously repeating such operations, the oil pressure of the port 102b, that is, the oil pressure of the oil passage 402, is regulated so as to always balance the upward force. The oil pressure (i.e. line pressure) obtained in this way is
Since the force caused by 2 is constant, it will change depending on the upward force caused by spool 203. The ports 102h and 102i of the valve hole 102 are located at the port 252a of the sleeve 252, respectively.
and 252b, the oil pressure of the oil passage 410 acts on the area difference between the lands 203a and 203b of the spool 203, and the land 203b
The oil pressure of the oil passage 411 acts on the lower end of the spool 203, and the spool 203 receives an upward force. Therefore, the line pressure is controlled according to the oil pressure in the oil passages 410 and 411. The specific characteristics of the line pressure will be explained after other related valves are explained. The manual valve 4 has ports 104a to 10
A valve hole 104 having a diameter of 4f and a valve hole 104
The spool 204 has lands 204a and 204b corresponding to the spool 204 and is fitted into the valve hole 104 so as to be movable in the axial direction. The spool 204 is operated by a shift lever on the driver's seat (not shown), and is located in six positions: parking position P, reverse travel position R, neutral position N, forward automatic shift travel position D, 2nd gear position, and 1st gear position. It is set to stop at . port 104
a is a drain port, and the port 104b is connected to the clutch C1 and the port 502a of the shuttle valve 502 via an oil passage 408.
The port 104C is connected to the oil passage 402 which is the line pressure circuit described above, and the port 104d is connected to the oil passage 412.
1-2 shift valve 20 port 120 through
g, connected to the port 124h of the 3-4 shift valve 24 and the governor valve 18, and the port 104e
is connected to the line pressure booster valve 1 via the oil passage 414.
6 port 116e, 2-3 shift valve 22 port 122a, and shuttle valve 504 port 504a, and port 104f is connected to 1st speed fixed range pressure reducing valve 34 via oil passage 416.
It is connected to port 134d of. Spool 2
04 stops at each stop position, the port 104C to which line pressure is supplied communicates with each port as shown in the table below, and the line pressure is distributed to each port.

[Table] Note that line pressure is supplied to the ports marked O in the above table, and all other ports are connected to drain ports. The throttle valve 6 has a valve hole 106 having ports 106a to 106f, and lands 206a to 206c corresponding to the valve hole 106, and a spool 2 fitted into the valve hole 106 so as to be movable in the axial direction.
06, a spring 306 that presses the spool 206 to the left in the figure, a plunger 207 that can move within the valve hole 106 in conjunction with an accelerator pedal (not shown) and a linkage, etc.;
07 and a spring 307 provided between the spool 206 and the spool 206. Land 206c has a smaller diameter than lands 206a and 206b. Ports 106a and 106f are drain ports. The port 106b is connected to an oil passage 418 which is a kick-down pressure circuit, and as described later, kick-down pressure (pressure equivalent to line pressure) is supplied only when the accelerator pedal is depressed to the kick-down position, and otherwise. is connected to the drain port 106a. port 10
6c and 106e are connected to an oil passage 420 which is a throttle pressure circuit, and port 106d is connected to an oil passage 402 which is a line pressure circuit. Note that an orifice 610 is provided at the entrance of the port 106e. In the throttle valve 6 having such a configuration, the force exerted by the spring 306 and the force of the hydraulic pressure of the port 106e acting on the area difference between the lands 206b and 206c, which is directed to the left in the figure, and the force directed to the right by the spring 307 are balanced. As such, the line pressure of the port 106d is used as a hydraulic pressure source, and the hydraulic pressure of the ports 106e and 106c is regulated by a well-known pressure regulating action. Therefore, the oil passage 420
, a hydraulic pressure proportional to the pushing force of the spring 307 is obtained, but since the pushing force of the spring 307 is variable by the plunger 207 that is linked to the accelerator pedal, the hydraulic pressure in the oil passage 420 ultimately depends on the amount of depression of the accelerator pedal ( The oil pressure (i.e., throttle pressure) is proportional to the throttle opening. The characteristics of this throttle pressure are shown by the solid line in FIG. In addition,
During kickdown, throttle valve 6
is pushed to the right side in the figure by plunger 207 and spring 307, loses its pressure regulating function, and oil passage 4
Since the line pressure is also supplied to the drain port 20, the line pressure is also supplied to the port 106b, which is a drain port, as will be described later. The throttle fuel safety valve 8 has a valve hole 108 having ports 108a-e (this valve hole 108 is connected to the valve hole 10 of the throttle valve 6).
6) and the land 208a
- c and is fitted into the valve hole 108 so as to be movable in the axial direction, and the land 207
The aforementioned plunger 207 (land 20
7a is fit into the inner diameter part of the sleeve 208 so as to be freely movable in the axial direction), and a plug 209 that seals the valve hole 108 (however, the plunger 207
) and a plug 2
09 and a spring 308 provided between the sleeve 208 and the sleeve 208. Ports 108a and 108d of the valve hole 108 are connected to an oil passage 420, which is the aforementioned throttle pressure circuit, and port 108b is connected to an oil passage 402, which is a line pressure circuit. Port 108c is connected to port 506a of shuttle valve 506 via oil passage 422. Further, the port 108e is connected to the oil passage 418, which is the aforementioned kickdown circuit. The throttle fuel safety valve 8 having such a configuration normally has the function of reducing the pushing force of the plunger 207 (that is, except during kickdown and when the accelerator linkage fails). That is, the throttle pressure supplied to the port 108a reaches the inner diameter of the sleeve 208 and the plunger 20
7 and applies a force in the right direction in the figure. Therefore, the force of the plunger 207 to compress the spring 307 (that is, the force of pressing the accelerator pedal) is reduced. The more the spring 307 is compressed, the greater the reaction force becomes, and the throttle pressure also increases as described above, so that the throttle pressure is increased by the plunger 207.
The force with which you press the accelerator pedal also increases, allowing you to maintain a nearly constant pressure on the accelerator pedal at all times. During kickdown, the planer gear 207 is pushed to the position shown in the upper half of the figure, thereby opening the port 10.
8e and port 108a communicate through the inner diameter of sleeve 208. Therefore, the oil pressure in the oil passage 420 is sent to the oil passage 418. The oil passage 420 is a throttle pressure circuit, and normally throttle pressure is supplied thereto, but during kickdown, the spool 206 of the aforementioned throttle valve 6 is also pushed in as shown in the upper half of the figure, and the ports 106d and 106c are
The line pressure is also sent to the oil passage 420. Therefore, line pressure is also supplied to the oil passage 418. Since the sleeve 208 is pushed into the deep right side in the figure by the spring 308 (upper half position in the figure), the ports 108c and 108d are connected to the lands 208a and 208 of the sleeve 208.
The throttle pressure of the oil passage 420 is sent to the oil passage 422. However, if a failure occurs in the linkage connecting the accelerator pedal and the plunger 207 and the plunger 207 is pushed back to the left in the figure, the sleeve 208 also moves to the left together with the plunger 207, resulting in the state shown in the lower half of the figure. becomes. Therefore, the port 108c communicates with the port 108b, and the oil passage 422 is connected to the oil passage 422.
Line pressure is sent from 02, and as described later, the line pressure reaches its highest state, so there is no slippage in the clutch or brake, and the car can be driven as necessary despite the above-mentioned failure. Can be done. (For example, when driving the vehicle to a repair shop by itself.) The throttle modulator valve 10 includes a valve hole 110 having ports 110a to 110e, and a spool 210 that has lands 210a to 210c corresponding to the valve hole 110 and is fitted into the valve hole 110 so as to be movable in the axial direction. and a spring 310 that presses the spool 210 to the left in the figure. Land 210a is connected to lands 210b and 2
It has a larger diameter than 10c. Ports 110a and 110d are connected to oil passage 420, which is the aforementioned throttle pressure circuit, and port 110b is connected to oil passage 418, which is the aforementioned kickdown circuit. Further, the ports 110c and 110e are connected to the port 122d of the 2-3 shift valve 22 via an oil passage 424. An orifice 612 is provided at the entrance of the port 110e. Throttle modulator valve 1 with such a configuration
0, since the port 110b is a drain port via the oil passage 418 when the engine is not in a kickdown state, the port 110d is set as a high pressure side port (throttle pressure is supplied) and the port 110b is adjusted as a drain port. Perform pressure action. The balance of the spool 210 is determined by adjusting the oil pressure (throttle pressure) of the port 110a to the land 210.
Spring 3
This is accomplished by applying a force of 10 to the left. Therefore, the oil pressure of the port 110e (hereinafter referred to as "throttle modulate pressure") changes depending on the throttle pressure, and has characteristics as shown by the broken line in FIG. 3. This throttle modulate pressure is
As described above, the oil is sent to the 2-3 shift valve 22 through the oil passage 424, and is used to control the switching thereof. During kickdown, the kickdown pressure (line pressure) is supplied to the port 110b, which used to be the drain port, and the throttle modulator valve 10 loses its pressure regulating function and enters the state shown in the upper half of the figure. will be supplied with line pressure. The pressure modifier valve 12 has a valve hole 112 having ports 112a to 112e, and lands 212a and b of equal diameter corresponding to the valve hole 112, and is fitted into the valve hole 112 so as to be freely movable in the axial direction. spool 212 and spool 2
12 downward in the figure. Ports 112a and 112b are both drain ports. The ports 112c and 112e are connected to the port 102i of the regulator valve 2 via the oil passage 411 described above,
Further, the port 112d is connected to a port 506c of the shuttle valve 506 via an oil passage 426. An orifice 622 is installed at the entrance of port 112e.
is provided. In the pressure modifier valve 12 having such a configuration, the port 112d is a high pressure side port (to which throttle pressure or line pressure is supplied as described later), and the port 112d is a high pressure side port (throttle pressure or line pressure is supplied as described later).
2b is used as a drain port to perform pressure regulation.
The balance of the spool 212 is achieved by the upward force in the figure exerted by the hydraulic pressure of the port 112e on the land 212b and the downward force exerted by the spring 312. Therefore, the oil pressure of port 112e (hereinafter referred to as "pressure modifier pressure") is:
This is a constant value corresponding to the force of the spring 312. However, if the hydraulic pressure supplied to the port 112d is smaller than the force exerted by the spring 312, the pressure modifier valve 12 will not be in the pressure regulating state and will remain in the state shown in the right half of the figure. The oil pressure of 112d goes directly to the oil passage 411.
The oil pressure in the oil passage 411 is the same as the oil pressure in the oil passage 426. In normal cases (if the accelerator pedal linkage is not faulty and if manual valve 4 is not in position), port 1
12d is the throttle fuel safety valve 8.
Since the throttle pressure is supplied through the port 108c, the oil passage 422, the shuttle valve 506, and the oil passage 426, the pressure modifier pressure has characteristics as shown in FIG. If the accelerator pedal linkage fails, the throttle fuel fail-safe valve 8 switches to close the oil passage 4 as described above.
Since line pressure is supplied to 22, the pressure modifier pressure remains constant. Furthermore, when the manual valve 4 is switched from the D position to the II position as described later, line pressure is supplied from the line pressure booster valve 16 to the port 506b of the shuttle valve 506 via the oil passage 428, so the oil Road 4
Port 11 regardless of the throttle pressure value of 22.
Line pressure is supplied to 2d, and the pressure modifier pressure becomes constant. Since the pressure modifier pressure is led to the port 102i of the regulator valve 2 via the oil passage 411, the line pressure increases in accordance with the pressure modifier pressure. Prepressure modifier pressure is also led to a cutback valve 14. The cutback valve 14 has ports 114a to 114a.
g and the land 214a~
a spool 214 having a diameter of 1.c and fitted in the valve hole 114 so as to be freely movable in the axial direction, and the port 114.
Port 256 corresponding to f and 114g respectively
a and 256b and fitted into the valve hole 114; and lands 215a and b.
and a spool 215 fitted to the inner diameter portion of the sleeve 256 so as to be freely movable in the axial direction. Land 214a of spool 214 has a smaller diameter than lands 214b and 214c. Also, the land 215a of the spool 215 is the land 2
It has a larger diameter than 15b. The ports 114a and 114d are connected to the oil passage 411, and are supplied with the above-described prepressure modifier pressure.
Port 114b is a drain port. Port 114c and port 114g are connected to oil passage 410, port 114e is connected to oil passage 428, and port 114f is connected to oil passage 430, which is a governor pressure circuit. Note that an orifice 614 is provided at the entrance of the port 114g. Cutback valve 14 having such a configuration
When the manual valve 4 is not in the position or the line pressure booster valve 16 is in the upper half position in the figure (i.e., when the oil passage 428 is a drain oil passage), the port 114d is set to high pressure. In addition, the port 114b is used as a drain port to perform pressure regulation. Spool 214
215 acts like a single spool, and the rightward force exerted by the pressure modifier pressure of the port 114a on the land 214a is
The hydraulic pressure of the port 114g balances the leftward force of the force acting on the land 215b, and the hydraulic pressure (governor pressure) of the port 114f acts on the area difference between the lands 215a and 215b. Therefore, when the governor pressure increases, the oil pressure at port 114g (hereinafter referred to as
The cutback pressure (hereinafter referred to as "cutback pressure") decreases, and when the governor pressure exceeds a certain value, the cutback pressure becomes zero, as shown in the lower half of the figure. Also,
The cutback pressure decreases as the preload modifier pressure decreases. The characteristics of this cutback pressure are shown in FIG. Cutback pressure is oil line 4
Port 10 of regulator valve 2 via 10
2h, the line pressure decreases as the governor pressure increases and as the prepressure modifier pressure decreases. When the manual valve 4 is switched from the D position to the D position, line pressure is supplied to the oil passage 428 as described above, so the line pressure acts on the port 114e, and the spool 214 is pushed to the left in the figure. Therefore,
Port 114c is the drain port port 1
14b, and the oil pressure of the oil passage 410 is 0 regardless of the governor pressure and the pre-modifier pressure.
become. Line pressure booster valve 16 is connected to port 116
Halb hole 116 having a to f, and Halb hole 11
It consists of a spool 216 which has lands 216a to 6c corresponding to the numbers 6 and is fitted into the valve hole 116 so as to be freely movable in the axial direction, and a spring 316 which presses the spool 216 to the left in the figure. The lands 216a to 216c of the spool 216 have the same diameter, and the spool 216 is provided with a hole 216d that communicates the space between the lands 216a and 216b with the left end of the spool 216.
Ports 116c and 116f are drain ports, port 116d is connected to oil passage 428 described above, and port 116e is connected to oil passage 414. The port 116b is connected to the port 120h of the 1-2 shift valve 20 via the oil passage 432.
As will be described later, line pressure is supplied to this port 120h when the 1-2 shift valve 20 is in the 2nd speed position (up side).
The port 116a is connected to the port 122g of the 2-3 shift valve 22 via the oil passage 434, but the port 122g is connected to the 2-3 shift valve 22 as described below.
Line pressure is supplied when the shift valve 22 is in the third gear position (up side). The line pressure booster valve with such a configuration differs when the 2-3 shift valve 22 switches from the 2nd gear position (down side) to the 3rd gear position, and conversely when it switches from the 3rd gear position to the 2nd gear position. , their behavior is different. That is, 1
-2 When the shift valve 20 is in the 1st gear position or when it is switched to the up side and becomes the 2nd gear position, the spool 21 of the line pressure booster valve 16
6 is pressed by a spring 316 and is in the position shown in the upper half of the figure (1-2 shift valve 20
When the engine is in the second speed position, line pressure is supplied to port 116b, but since this port 116b is blocked by land 216b, line pressure booster valve 16 is not switched). In this state, port 116d is drain port 1
It communicates with 16c. Next, when the 2-3 shift valve 22 is switched to the 3rd speed position, line pressure is supplied to the oil passage 434 as described later. The line pressure of the oil passage 434 is the same as that of the port 116a and the spool 216.
acts on the left end surface of the spool 216 through the hole 216d, and moves the spool 216 to the right in the figure against the force of the spring 316, bringing it into the state shown in the lower half of the figure. In this state, the port 116b and the hole 216d of the spool 216 communicate with each other (the port 116a is closed by the land 216a),
The pressure of the oil passage 432 acts on the left end of the spool 216. Therefore, the 2-3 shift valve 22
Line pressure booster valve 1 even when switched to high speed position
6 is maintained at the lower half position in the figure. Even if the line pressure booster valve 16 is in the lower half position in the figure, if the manual valve 4 is not in the or position, the port 104e of the manual valve 4 is a drain port, so the oil passage 428 is
Oil is drained to port 104e via port 116d, port 116e, and oil passage 414. However, when the manual valve 4 is in the or position, line pressure is supplied to the oil passage 414, so the oil passage 428 is supplied through the ports 116e and 116d.
Line pressure is supplied to the The line pressure of the oil passage 428 is supplied to the port 112d of the pressure modifier valve 12 via the shuttle valve 506, and acts to increase the line pressure as described above. Therefore, while driving in 3rd gear, manual valve 4
When the engine brake is forced into second gear by switching to the or position and the engine brake is used, the line pressure becomes high, so the gear can be changed quickly and the engine brake can be used effectively. In addition, 1-2
When the shift valve 20 is in the first gear position, the oil passage 432
Since the hydraulic pressure is discharged, the line pressure booster valve 16 returns to the state shown in the upper half of the figure, and no longer has the effect of increasing the line pressure. The governor valve 18 is attached to rotate together with the output shaft O of the automatic transmission, and the line pressure supplied from the oil passage 412 (the line pressure supplied when the manual valve 4 is in the D or position ) to adjust the pressure,
Hydraulic pressure (governor pressure) corresponding to the vehicle speed is supplied to the oil passage 430. The governor pressure has characteristics as shown in FIG. The 1-2 shift valve 20 has ports 120a~
It consists of a valve hole 120 having a diameter k, two spools 220 and 221 fitted in the valve hole 120 so as to be freely movable in the axial direction, and a spring 320 that presses the spool 220 downward in the figure. The spool 220 has lands 220a to 220c with diameters increasing in order, and the spool 221 has lands 221a to d (lands 221a to 221d).
c is the same diameter, land 221d is larger diameter than these)
have. Ports 120a, 120f and 1
20i is a drain port. port 120b
is connected to oil passage 418 which is a kickdown pressure circuit, and the oil pressure of port 120b is connected to spool 2.
When spool 20 is on the down side (right half in the figure), it affects the area difference between lands 220a and 220b, and when spool 220 is on the up side (left half in the figure), it affects the area between lands 220a and 220c. The spool 220 is pushed downward in the figure by acting on the difference. The port 120c is connected to an oil passage 420 which is a throttle pressure circuit.
When the spool 220 is on the down side, the oil pressure c acts on the area difference between the lands 220b and 220c and pushes the spool 220 downward, but when the spool 220 is on the up side, the oil pressure on the land 220c
It is designed so that it only acts around the periphery and does not generate any downward pushing force. Ports 120j and 120k
is connected to an oil passage 430 which is a governor pressure circuit, and when the spool 221 is in the down position, the land 221d and c are connected from the area of the land 221d.
(i.e. land 22
1c), and when the spool 221 is in the up position, the land 2
The governor pressure acts on the area of 21d, and the spool 22
1 is pushed upwards. The port 120g connected to the oil passage 412 is cut off by the land 221b when the spool 221 is in the down position, and communicates with the oil passage 432 via the port 120h when the spool 221 is in the up position. There is. The oil passage 432 is connected to the servo apply chamber S/A of the brake B2. The port 120d is connected to the shuttle valve 5 via an oil passage 436.
02 port 502c. The port 120d communicates with the port 120e when the spool 221 is in the down position. Port 120e is connected to brake B1 via oil passage 438. 1 of this kind of configuration
The 2-shift valve 20 controls the supply of pressure oil to the servo apply chamber S/A and the brake B1 according to its down position and up position, the details of which will be described later. The 2-3 shift valve 22 has ports 122a~
The valve hole 122 having the j and the lands 222a~
A spool 222 having a diameter e and fitted in the valve hole 122 so as to be movable in the axial direction;
2, and a spring 322 disposed between the spool 222 and the plug 223. The diameters of the lands 222a to 222c increase in order, the lands 222c and 222d have the same diameter, and the land 222e has an even larger diameter. Ports 122b and 122h are drain ports. Port 122a is oil passage 414
(an oil passage to which line pressure is supplied when the manual valve 4 is in the or position), and the oil pressure of the port 112a is configured to act on the upper end surface of the plug 223. The port 122c is connected to an oil passage 418 which is a kickdown pressure circuit, and the oil pressure of the port 122c is connected to the spool 222.
A downward force is applied to the spool 222 by acting on the area difference between the lands 222a and 222b. Throttle modulate pressure is supplied to the port 122d from the oil passage 424,
When the spool 222 is in the up position, the throttle modulate pressure acts on the area difference between the lands 222b and 222c to apply a downward force. Throttle pressure is supplied to the port 122e from the oil passage 420, and the spool 222
is in the down position, lands 222b and 22
Throttle pressure acts on the area difference between 2c to apply a downward force. Governor pressure is supplied to the ports 122i and 122j from the oil passage 430, and when the spool 222 is in the down position, the area of the land 222e
Governor pressure acts on the area obtained by subtracting the area difference between land 222d and land 222d (that is, equal to the area of land 222d), and when spool 222 is in the up position, governor pressure acts on the area of land 222e, causing spool 222 to move upward. It is set so that it is pressed. Port 122f, which is provided with orifice 616 at its inlet, is connected to oil passage 432, and port 122g is connected to oil passage 434, and both ports 122f and 122g communicate with each other when spool 222 is in the up position. It's like this. Oil line 434 is connected to clutch _C2 . 2-3 shift valve 22 with such a configuration
controls the supply of pressure oil to the clutch _C2 according to its down and up positions, the details of which will be described later. The 3-4 shift valve 24 has ports 124a~
The valve hole 124 having a diameter k and the lands 224a~
d and is fitted into the valve hole 124 so as to be freely movable in the axial direction, and the valve hole 12
4, and a spring 324 disposed between the spool 224 and the plug 225. The lands 224a to 224c have the same diameter,
The land 224d has a larger diameter than the lands 224a to 224c. The port 124a is connected to an oil passage 420 which is a throttle pressure circuit, and the oil pressure of the port 124a acts on the end face of the plug 225 to push it downward in the figure. The port 124b is connected to the shuttle valve 5 via an oil passage 440.
It is connected to port 508c of 08. The oil pressure of this port 124b always acts on the upper side of the land 224a and pushes the spool 224 downward. Port 124c is connected to clutch C3 via oil passage 442. This port 124c is connected to the oil passage 444 when the spool 224 is in the up position.
Brake B ₂ servo release chamber S/R through
The port 124d is connected to the port 124d. Port 124d communicates with port 124e when spool 224 is in the down position. Port 124e
is connected to clutch C ₂ via oil passage 434 . The port 124f is connected to the 2-
The port 124g is connected to the oil passage 442. Ports 124f and 124g communicate when spool 224 is in the up position. Further, the port 124g communicates with the port 124h connected to the oil passage 412 when the spool 224 is in the down position. Port 124i is a drain port. ports 124j and 12
4k is connected to an oil passage 430 which is a governor pressure circuit, and is connected to the aforementioned 1-2 shift valve 20 and 2.
-3 Similar to the shift valve 22, the spool 224
When the spool 224 is in the down position, the governor pressure acts on the area of the land 224c, and when the spool 224 is in the up position, the governor pressure acts on the area of the land 224d, pushing the spool 224 upward. 3 of such configurations
The -4 shift valve 24 controls the supply of pressure oil to the clutch _C3 and the servo release chamber S/R according to its down position and up position, and the details will be described later. 2-4 timing valve 26 is connected to port 126
Valve hole 126 having a to f and land 226
It consists of a spool 226 having a to c shape and fitted into the valve hole 126 so as to be freely movable in the axial direction. Lands 226b and 226c have the same diameter, and land 226a has a smaller diameter than these.
Ports 126a and 126c are drain ports, and port 126e is also a drain port, but an orifice 602 is provided in the middle of the drain oil path. An orifice 618 is provided in the oil passage 446. Throttle pressure is led to the port 126b from an oil passage 420 which is a throttle pressure circuit, and the throttle pressure of this port 126b constantly acts on the area difference between the spools 226a and 226b, causing the spool 226 to move downward in the figure. I'm pushing.
The port 126d is connected to the oil passage 446, and when the spool 226 is in the down position, the port 126d is connected to the oil passage 446.
6e, and when the spool 226 is in the up position, it communicates with the port 126c. Port 126f is connected to clutch _C2 via oil passage 434.
2-4 timing valve 26 with such a configuration
This functions to supply pressure oil to clutch C ₂ and discharge pressure oil from clutch C ₃ at predetermined timing during 2-4 gear shifting, the details of which will be described later. 2-3 timing valve 28 is connected to port 128
Valve hole 128 having a to e and land 228
It consists of a spool 228 having a to c shape and fitted into the valve hole 128 so as to be movable in the axial direction, and a spring 328 that pushes the spool 228 upward in the figure. Governor pressure is supplied to the port 128a from the oil passage 430, and the spool 228 receives downward force. On the other hand, throttle pressure is supplied to the port 128e from the oil passage 420, and the spool 228 receives an upward force. Port 128b is a drain port. Ports 128c and 128d are both oil passages 43
4, but the port 128c is connected to oil path 4.
The port 128d is connected to the upstream side (closer to the 2-3 shift valve 22) of the check valve 750 and orifice 650 (both are installed in parallel) provided in the middle of the clutch C2. (closer side). The 2-3 timing valve 28 having such a configuration controls the pressure oil supplied to the clutch C2 according to the magnitude of the throttle pressure and the governor pressure, and the clutch C2 is engaged at a desired timing during the 2-3 gear shift. do it like this. 3-4 timing valve 30 has port 130
A valve hole 130 having a to e and a land 230
It consists of a spool 230 having a to c shape and fitted into the valve hole 130 so as to be movable in the axial direction, and a spring 330 that pushes the spool 230 upward in the figure. Governor pressure is supplied to the port 130a from the oil passage 430, and the spool 230 receives downward force. On the other hand, throttle pressure is supplied to the port 130e from the oil passage 420, and the spool 230 receives an upward force. Port 130b is a drain port. Both ports 130c and 130d are connected to the oil passage 442, but the port 130c is connected to a check valve 752 and an orifice 652 provided in the middle of the oil passage 442 (both are provided in parallel).
upstream side (port 12 of 3-4 shift valve 24)
Connected to the side closer to 4c, port 130d
is connected to the downstream side (the side closer to clutch C3). The 3-4 timing valve 30 having such a configuration controls the pressure oil discharged from the clutch C3 according to the magnitude of the throttle pressure and the governor pressure, and the clutch C3 is released at a desired timing when the 3-4 gear is shifted. do it like this. 3-2 timing valve 32 is connected to port 132
Valve hole 132 having a to e and land 232
It consists of a spool 232 having a to c shape and fitted into the valve hole 132 so as to be movable in the axial direction, and a spring 232 that pushes the spool 232 upward in the figure. An oil passage 430 is provided in the port 132a.
Governor pressure is supplied from the spool 232.
is receiving a downward force. On the other hand, throttle pressure is supplied to the port 132e from the oil passage 420 in opposition to this, and the spool 230 receives an upward force. Port 132b is a drain port. Both ports 132c and 132d are connected to the oil passage 434, but the port 132c is connected to a check valve 754 provided in the middle of the oil passage 434.
and the upstream side (the side that directly communicates with the port 122g of the 2-3 shift valve 22) of the orifice 654 (both are provided in parallel),
Port 132d is on the downstream side (3-4 shift valve 2
(the side that directly communicates with port 124e of No. 4). The 3-2 timing valve 32 having such a configuration controls the pressure oil discharged from the clutch C2 according to the magnitude of the throttle pressure and the governor pressure, and the clutch C2 is released at a desired timing when the 3-2 gear is shifted. do it like this. The first speed fixed range pressure reducing valve 34 is connected to port 13.
Valve hole 134 having 4a to 4e and land 23
4a and 4b and are fitted into the valve hole 134 so as to be freely movable in the axial direction, and a spring 334 that pushes the spool 234 downward in the figure.
It consists of. Ports 134a and 134b
is the drain port. The port 134d is connected to an oil passage 416 (an oil passage to which line pressure is supplied when the manual valve 4 is in the position),
Further, the ports 134c and 134e are connected to an oil passage 448. An orifice 620 is provided at the entrance of the port 134e. 1 of such configuration
The fast fixed range pressure reducing valve 34 is connected to the port 134d.
Port 134b is used as a high pressure port, and port 134b is used as a drain port for pressure regulation.
4e so that the hydraulic pressure balances the force of the spring 334. Therefore, 1st speed fixed range pressure reducing valve 3
4 has a function of generating oil pressure reduced to a constant value in the oil passage 448 when line pressure is generated in the oil passage 416. Torque converter pressure reducing valve 36 is connected to port 1
Valve hole 136 having 36a-e and land 2
A spool 236 having 36a and 36b and fitted into the valve hole 136 so as to be movable in the axial direction, and a spring 33 that pushes the spool 236 to the left in the figure.
It consists of 6. Ports 136d and 136
e is a drain port. Port 136b is connected to oil passage 406 (port 102 of regulator valve 2).
The ports 136a and 136c are connected to the oil passage 4, through which the pressure oil discharged from port 136f is supplied.
It is connected to a torque converter T/C via 50. Orifice 6 is installed at the entrance of port 136a.
24 are provided. The torque converter pressure reducing valve 36 configured as described above uses the port 136b as a high pressure port and the port 136d as a drain port to perform a pressure regulating action so that the oil pressure of the port 136a is balanced with the force of the spring 336. Therefore, the torque converter pressure reducing valve 36
has a function of supplying pressure oil at a constant pressure to the torque converter T/C regardless of fluctuations in the oil pressure in the oil passage 406. The 1-2 accumulator 38 includes a stepped cylinder hole 138, a piston 238 fitted into the cylinder hole 138 so as to be movable in the axial direction, and a spring 338 that pushes the piston 238 upward in the figure.
It consists of. The large diameter chamber 138a defined by the piston 238 is connected to the oil passage 432, the small diameter chamber 138b is connected to the oil passage 402 (line pressure circuit), and the middle chamber 1
38c is a drain chamber. In addition, oil path 43
An orifice 656 and a check valve 756 are provided in parallel at the upstream portion of the 1-2 accumulator 38 and the servo apply chamber S/A. The 1-2 accumulator 38 having such a configuration is connected to the oil path 4.
32 hydraulic pressure (i.e. servo apply chamber S/A
It has a function that allows the hydraulic pressure to rise gradually, allowing 1st and 2nd gear shifts to occur smoothly. 4-3 Accumulator 40 has cylinder hole 14
0, a piston 240 fitted into the cylinder hole 140 so as to be movable in the axial direction, and a piston 2
40 upward in the figure. The upper chamber 140a in the figure divided by the piston 240 is connected to an oil passage 402 (line pressure circuit), and the lower chamber 140b is connected to an oil passage 442 (oil passage communicating with clutch C3). has been done. In addition, the clutch C3 of the oil passage 442
On the upstream side of the 4-3 accumulator 40, an orifice 658 and a check valve 758 are provided in parallel. The 4-3 accumulator 40 having such a configuration has a function of allowing the oil pressure in the oil passage 442 (hydraulic pressure in the clutch C3) to rise gradually, allowing the 4-3 gear shift to be carried out smoothly, and also for manual control. To reduce shock when a valve 4 is moved from N position to D position. The overdrive inhibitor solenoid 42 is
Oil passage 402 and orifice 60, which are line pressure circuits
Opening 4 provided in oil passage 409 connected via 4
09a, and in the operating state, the rod 42a closes the opening 409a.
It is possible to close the In addition,
Oil passage 409 is connected to port 50 of shuttle valve 504
4b. The overdrive inhibitor solenoid 42 is operated by a switch SW that can be operated from the driver's seat. Switch SW
is off, the oil flowing into the oil passage 409 through the orifice 604 is discharged from the opening 409a, so no pressure is generated in the oil passage 409. Even if the oil is drained, it will not affect the line pressure). When the switch SW is turned on, the opening 409a is closed by the rod 42a, so the oil passage 409 has the same pressure as the oil passage 402 (ie, line pressure). By this,
As will be described later, the 3-4 shift valve 24 is held in the down position to prevent it from going into 4th gear (overdrive). Orifices 62 are installed at the entrances of clutch C1, clutch C3, and servo apply chamber S/A, respectively.
6, 628 and 630 are provided. Next, the general operation of the hydraulic control device having the above configuration will be explained. First, the line pressure regulated by the regulator valve 2 will be explained. As mentioned above, the line pressure in the oil passage 402 is determined by the force acting upward in the figure on the spool 203, but the spool 203 is also supplied with the pressure modifier pressure from the pressure modifier valve 12 and Since the cutback pressure from the cutback valve 14 is acting, it changes in response to these pressures. Since the pressure modifier pressure and cutback pressure have the characteristics shown in Figures 4 and 5, respectively, the obtained line pressure is expressed based on the throttle opening as shown in Figure 7. Become. However, when driving in second gear with the manual valve 4 in the D position or with the manual valve 4 in the D position, the pressure modifier pressure is constant and the cutback pressure is 0, so the line pressure remains regardless of the throttle pressure and governor pressure. (In other words, under the above conditions, line pressure is generated in the oil passage 428 by the action of the line pressure booster valve 16, so the line pressure in the oil passage 428 is changed to the oil passage 426 by switching the shuttle valve 506. It gets through.
For this reason, the pressure modifier valve 12
Line pressure is supplied to the port 112d, and the pressure modifier valve 12 generates a constant pressure in the oil passage 411 as described above. Also, the line pressure of the oil passage 428 is supplied to the port 114e of the cutback valve 14, so the spool 214 is pushed to the left in the figure, the spool 215 is pushed to the right in the figure, and the oil passage 410 is connected to the drain port 114b. The oil pressure becomes 0. ). In addition, N ₀ in Fig. 7 is the rotation speed of the output shaft O,
The line pressure varies depending on the vehicle speed as shown in the diagram. Furthermore, the line pressure is shown in FIG. 8 based on the vehicle speed. Next, the action at each position of the manual valve 4 will be explained. When manual valve 4 is in the N position,
Ports 104b, 104d, 104e and 104
Since line pressure is not supplied to any of the clutches and the brakes are drain ports, no hydraulic pressure is supplied to any of the clutches and brakes, and the automatic transmission is in a neutral state in which no power is transmitted. Next, when the manual valve 4 is switched from the N position to the D position, line pressure is supplied from the port 104c to the port 104d as described above, and this line pressure is supplied to the 1-2 shift valve 2 through the oil passage 412.
0 port 120g, 3-4 shift valve 24 port 124h, and governor valve 18. The governor valve 18 uses this line pressure to generate governor pressure corresponding to the vehicle speed as described above, and sends this to each shifter valve 2 via the oil passage 430.
0, 22 and 24. However, since the governor pressure is low while the vehicle speed is low, each shift valve 2
0, 22, and 24 are held in the down position by the throttle pressure acting downward in the figure.
Therefore, the port 120 of the 1-2 shift valve 20
The line pressure supplied to g is cut off by land 221b. On the other hand, 3-4 shift valve 24
Since the port 124h communicates with the port 124g, line pressure is supplied to the oil passage 442, and the oil passage 442
line pressure reaches clutch C3 through orifices 658 and 628, causing it to engage. This allows the one-way clutch to be activated as described above.
A state of first forward speed is achieved through cooperation with OWC. Note that the oil passage 442 also communicates with the chamber 140b of the 4-3 accumulator 40, so the chamber 14
Line pressure is supplied to 0b, and chamber 1 is
The piston 240 of the 4-3 accumulator 40, which has been pushed down in the figure by the line pressure acting on the piston 40a, is slowly moved upward by the force of the spring 340. Therefore, the oil pressure on the downstream side of the orifice 658 will rise slowly, and the clutch C3 will be engaged with a relatively low oil pressure, reducing the shock (select shock) when switching from the N position to the D position. be done. When the automobile starts in the first gear state and the vehicle speed increases and the governor pressure reaches a certain value, the force due to the governor pressure acting upward on the spools 220 and 221 of the 1-2 shift valve 20 is applied to the spring 320.
The spools 220 and 221 begin to rise from the down position by overcoming the downward force due to the throttle pressure acting on the area difference between the ports 120c and the lands 220b and 220c. At that time, the land 221d of the spool 221 cuts off the port 120j, and at the same time the land 221d
1c opens the drain port 120i, the area of action of the governor pressure suddenly increases, and the spools 220 and 221 instantly rise to the left half position in the figure. Therefore, the ports 120g and 120h communicate with each other, and the line pressure of the oil passage 412 is introduced into the oil passage 432. The line pressure of the oil passage 432 is determined by the orifice 65.
6 and 630 to the servo apply chamber S/A. By doing this, brake B2
is activated, and the state of the second forward speed is achieved by the joint action with the clutch C3 which is in the above-mentioned engaged state. In addition,
The line pressure of oil path 432 is 1-2 accumulator 3
The piston 238 is also guided to the chamber 138a of No. 8, and is pushed back upward in the drawing, by the line pressure acting from the oil passage 402 to the chamber 138b. Therefore, the oil pressure in the portion of the oil passage 432 downstream of the orifice 656 rises slowly, and the brake B2 operates slowly. This alleviates the shock (shift shock) when shifting from the first speed to the second speed. When the vehicle speed further increases while driving in second gear and the governor pressure reaches a certain value, the force of the governor pressure acting upward on the spool 222 of the 2-3 shift valve 22 is combined with the downward force of the spring 322 and the port 122e to lands 222b and 222c
The spool 222 overcomes the downward force due to the throttle pressure acting on the area difference between the two, and starts rising from the down position. At this time, the land 222e of the spool 222 cuts off the port 122i, and at the same time the land 222d opens the drain port 122h, so the area of action of the governor pressure suddenly increases and the upward force increases, and at the same time, the land 222d opens the drain port 122h.
Port 122e is connected to the area difference between 22b and 222c.
The throttle pressure acting from port 122d
The spool 222 instantly rises to the left half position in the figure because the downward force is reduced by switching to the throttle modulate pressure (the oil pressure is somewhat lower than the throttle pressure). Therefore, the ports 122f and 122g communicate with each other, and the line pressure of the oil passage 432 is introduced into the oil passage 434. Oil road 434
is connected to clutch C2, so clutch C
2 is concluded. Further, the oil passage 434 communicates with the port 124e of the 3-4 shift valve 24, and this port 124e is connected to the 3-4 shift valve 24.
4 is in the down position, it communicates with the port 124d, so line pressure is also introduced into the oil passage 444 connected to the port 124d. Therefore, hydraulic pressure is supplied to the servo release chamber S/R connected to the oil passage 444, and the brake B2 is released. Clutches C2 and C3 are therefore engaged;
Third gear condition is achieved. In addition, as mentioned above, when shifting from 2nd speed to 3rd speed, brake B2
It is necessary to release the clutch C2 and engage the clutch C2 at the same time, and if they are not operated at the appropriate timing, a large shift shock or engine racing may occur. For this reason, the oil path 434 from the 2-3 shift valve 22 to the clutch C2
A 2-3 timing valve 28 is provided in the middle. 2-3 Spool 22 of timing valve 28
8 is a downward force due to the action of governor pressure from the oil passage 430 led to port 128a and port 1
Depending on the magnitude of the upward force caused by the throttle pressure from the oil passage 420 guided to the oil passage 28e and the upward force exerted by the spring 328, the position is in the right half or the left half in the figure. In other words, when the accelerator pedal is fully depressed and the throttle pressure is high, the 2-3 timing valve 28 is in the right half position in the figure, and the ports 128c and 128d are
The upstream side of the oil passage 434 (the side close to the port 122g of the 2-3 shift valve 22) and (the side close to the clutch C2) are connected by bypassing the orifice 650, and the clutch C2 is quickly engaged. be done. On the other hand, when the stroke amount of the accelerator pedal is decreased, the throttle pressure decreases and the 2-3 timing valve 28 is switched to the state shown in the left half of the figure, and communication between the ports 128c and 128d is suddenly cut off. , the upstream side and the downstream side of the oil passage 434 are connected only through the orifice 650. Therefore, the hydraulic pressure of the clutch C2 increases slowly, and the engagement of the clutch C2 is slightly delayed. During this short period of time, the engine speed decreases, so the shift shock is reduced accordingly. That is, the 2-3 timing valve 28 has a function of reducing shock when shifting from second speed to third speed in a coasting state.
In addition, the port 122g of the 2-3 shift valve 22
A 3-2 timing valve 32, a check valve 754, and an orifice 654 are arranged in parallel in the middle of the oil passage 434 leading from the port 124e of the 3-4 shift valve 24.
Since the direction of oil flow from g to port 124e matches the direction in which check valve 754 allows flow, there is no restriction in servo release chamber S/R regardless of the state of 3-2 timing valve 2. Hydraulic pressure is supplied without any effect. When the vehicle speed further increases while driving in third gear and the governor pressure reaches a certain value, the 3-4 shift valve 24
The force due to the governor pressure acting upward on the spool 224 overcomes the downward force due to the throttle pressure acting on the upper end surface of the plug 225 from the port 124a, and the spool 224 begins to rise from the down position. Note that, when the throttle pressure is small, the force exerted by the spring 324 becomes larger than the above-mentioned downward force, so that the plug 225 is pushed upward, and only the constant force exerted by the spring 324 is exerted. When the spool 224 rises, the land 224d of the spool 224 cuts off the port 124j and at the same time the land 224c opens the drain port 124i, so the area of action of the governor pressure suddenly increases, the upward force increases, and the spool 22
4 instantly reaches the up position in the left half of the figure. Therefore, the port 124d connected to the servo release chamber S/R communicates with the port 124c connected to the oil passage 442. In addition, the oil path 44
Port 124g connected to 2 is port 124f
communicate with. Therefore, both clutch C3 and servo release chamber S/R communicate with port 124f. Port 124f is connected to 2-4 via oil passage 446.
Although it is connected to the port 126d of the timing valve 26, the 2-4 timing valve 26 is pushed up by the oil pressure acting on the port 126f from the oil passage 434 and is in the right half position in the figure, so the port 126d is connected to the drain. port 12
It communicates with 6c. Therefore, the hydraulic pressure in the clutch C3 and the servo release chamber S/R are both discharged, and the clutch C3 is released and the brake B2 is applied. By this, clutch C2
and brake B2 are operated to achieve the fourth speed state. At this time, the hydraulic pressure of the clutch C3 flows through the check valve 758 in the forward direction (direction that allows flow) and is quickly discharged. On the other hand, port 1
A 3-4 timing valve 30, a check valve 752, and an orifice 652 are provided in parallel in the middle of the oil passage 442 from 24c to port 124g. /R hydraulic pressure discharge speeds are different. The configuration of the 3-4 timing valve 30 is basically the same as the timing valve 28 described above, and in the acceleration state, the ports 124c and 1
24g bypassing orifice 652, while in the coasting state, communication between ports 124c and 124g is cut off (thus, both ports are connected via orifice 652). Therefore, in the coasting state, the oil pressure in the servo release chamber S/R gradually decreases,
The engagement of brake B2 is slightly delayed from the release of clutch C3. During this short period of time, the engine speed decreases, so the shift shock is reduced accordingly. Next, the operation of the 2-4 timing valve 26 will be explained. If the throttle pressure is suddenly reduced while the vehicle is running in second gear, the 2-3 shift valve 22 and the 3-4 shift valve 24 may be simultaneously switched from the down position to the up position. That is,
Shifts directly from 2nd gear to 4th gear. In this case, clutch C3 is released and clutch C2 is engaged. In order to prevent the gear shift shock and engine from racing, it is necessary to release clutch C3 and release clutch C2.
It is necessary to perform the tightening at a predetermined timing. The oil pressure of the clutch C2 increases due to the oil sent from the 2-3 shift valve 22 through the oil passage 434, but this oil pressure of the clutch C2 is also guided to the port 126f of the 2-4 timing valve 26. There is. In the second speed state, the 2-4 timing valve 26 is pushed down to the position shown in the left half of the figure by the throttle pressure introduced to the port 126b. Therefore, ports 126d and 126
The hydraulic pressure of the clutch C3 is communicated with the oil passage 442 and the port 12 of the 3-4 shift valve 24.
4g and 124f, oil passage 446, ports 126d and 126e of 2-4 timing valve 26, and orifice 602. Therefore,
The hydraulic pressure of the clutch C3 is throttled by the orifice 602 and initially flows out slowly. However, when the oil pressure of the clutch C2 increases and exceeds a predetermined value, the 2-4 timing valve 26 is pushed up to the position shown in the right half of the figure. Therefore, the hydraulic pressure of the clutch C3, which has been discharged through the port 126e, is now discharged through the port 126c and is no longer affected by the throttling effect of the orifice 602, so that the hydraulic pressure of the clutch C3 rapidly decreases. Therefore, the clutch C3 is released after the clutch C2 starts to be engaged, and no large shift shock or engine racing occurs. Note that the pressure in the clutch C2 when the 2-4 timing valve 26 switches from the left half to the right half in the figure increases as the throttle pressure increases, so the smaller the stroke amount of the accelerator pedal, the faster the clutch C3 is activated. The engine is released and remains in a neutral state for a short time, during which time the engine rotational speed decreases in proportion to the vehicle speed, making the shift shock smaller. Above, we have explained the operation of gradually changing gears from 1st gear to 4th gear (upshifting), but next we will reverse the gear shifting from 4th gear to 1st gear (downshifting).
I will explain the actions that will be taken. When the governor pressure decreases or the throttle pressure increases while driving in fourth gear, the 3-4 shift valve 24 is switched from the up position to the down position, and the oil passage 4 is switched from the up position to the down position.
12 line pressure is applied to clutch C via oil passage 442.
3 is supplied to the clutch C3, and the line pressure of the oil passage 434 is supplied to the servo release chamber S/R via the oil passage 444, thereby releasing the brake B2. This results in the third speed state in which clutch C2 and clutch C3 are operated. Clutch C
When the oil pressure of 3 increases, the 4-3 accumulator 4
0 is activated so that the oil pressure increases gradually. That is, the piston 240 of the 4-3 accumulator 40 is in the chamber 14 in the fourth speed state.
Since the oil pressure in 0b is discharged through the oil passage 442, it is pushed down by the line pressure in the chamber 140a, but when the 3-4 shift valve 24 is switched and oil pressure is generated in the oil passage 442, the spring 340
pushed up by the force of During this time, oil line 44
The oil pressure of clutch C3 (that is, the oil pressure of clutch C3) rises slowly, and clutch C3 is engaged while the oil pressure is increasing, so clutch C3 is engaged with an appropriate pressing force and does not cause a large shift shock. When the governor pressure further decreases or the throttle pressure increases while driving in third gear, the 2-3 shift valve 22 is switched from the up position to the down position.
The oil pressure in the oil passage 434 is discharged to the drain port 122h. Therefore, the hydraulic pressure acting on the clutch C2 disappears, the clutch C2 is released, and the servo release chamber S/R of the brake B2 is released.
The oil pressure of the oil passage 444, ports 124d and 124
e and is discharged through the oil passage 434, so the brake B2 is activated. Therefore, the state of the second speed is reached in which the clutch C3 and the brake B2 are activated.
In addition, the discharge of pressure oil from the servo release chamber S/R is as follows.
3-2 timing valve 32 installed in oil passage 434
controlled by. That is, the 3-2 timing valve 32, the check valve 754, and the orifice 654 are provided in parallel in the middle of the oil passage 434 from the port 124e of the 3-4 shift valve 24 to the port 122g of the 2-3 shift valve 22. When the -2 timing valve 32 is in the left half position in the figure, port 124e and port 122g communicate with each other bypassing the orifice 654, and when the 3-2 timing valve 32 is in the right half position in the figure, port 124e and port 122g communicate with each other, bypassing the orifice 654.
24e and port 122g are separated at the 3-2 timing valve and communicate only through orifice 654. 3-2 timing valve 32
is when the force due to the throttle pressure acting on the port 132e is larger than the force due to the governor pressure acting on the port 132a (i.e., in an acceleration state),
The position is in the right half of the figure, and in the opposite case (that is, coasting state), the position is in the left half of the figure. Therefore, in the acceleration state, the oil pressure in the servo release chamber S/R is discharged through the orifice 654, so that the oil pressure in the servo release chamber S/R slowly decreases. For this reason, the operation of brake B2 is slightly delayed (the hydraulic pressure of clutch C2 is
(It is quickly discharged through the check valve 750), the engine enters a neutral state, albeit for a short time, and the engine rotation increases to match the vehicle speed. As a result, fluctuations in engine rotational speed during gear shifting are reduced, and gear shifting shocks are reduced. When the governor pressure further decreases or the throttle pressure increases while driving in second gear, the 1-2 shift valve 20 is switched from the up position to the down position.
The hydraulic pressure in the oil passage 432 is discharged to the drain port 120i. Therefore, the hydraulic pressure acting on the servo apply chamber S/A disappears, and the brake B2 is released. As a result, only the clutch C3 becomes engaged, and the first speed state is achieved in cooperation with the one-way clutch OWC. Next, we will explain the effect during kickdown when the stroke of the accelerator pedal is 7/8 or more. When the accelerator pedal is fully depressed, the plunger 207 of the throttle valve 6 is pushed to the right in the figure, resulting in the state shown in the upper half of the figure, the throttle valve is in a non-pressure regulating state, and there is no line in the oil passage 420. pressure is supplied. Oil line 420 to port 1
The line pressure sent to 08a is supplied to oil passage 418, which is a kickdown pressure circuit, through port 108e. The line pressure of the oil passage 418 is supplied to the port 120b of the 1-2 shift valve 20 and the port 122c of the 2-3 shift valve 22, and is also supplied to the 3-2 shift valve 20 through the shuttle valve 508 and the oil passage 440.
It is supplied to the port 124b of the 4-shift valve 24. When line pressure is supplied to the port 124b of the 3-4 shift valve 24, the plug 225 is pushed upward in the figure, and the spool 224 is pushed downward. No matter how high the vehicle speed is, the governor pressure will never be higher than the line pressure, so the spool 224 is held in the down position as long as it is in the down position. Therefore, if the gear is turned down while running in the 4th gear, the gear will always be lower than the 3rd gear, and as long as the gear is kicked down, the gear will not change from the 3rd gear to the 4th gear. The supplied kickdown pressure (line pressure) acts on the difference in area between lands 222a and 222b of spool 222 to push spool 222 downward. Therefore, since a downward force is added, the 2-3 shift valve 22 will not be switched unless the governor pressure that applies the upward force increases by that amount. That is, in the kickdown state, the vehicle speed for 2-3 gear shifting and 3-2 gear shifting becomes significantly higher than in the non-kickdown state. Note that the kickdown pressure in the oil passage 418 is also supplied to the port 110b of the throttle modulator valve 10, so the throttle modulator valve 10 is in a non-pressure regulating state, and the throttle modulate pressure has been supplied until now. Line pressure is generated in the oil passage 424, which had been Therefore, the 2-3 shift valve 22
Line pressure is supplied to the port 122d of the spool 22, and line pressure is also supplied to the port 122e (up to now it was throttle pressure, but it has become line pressure due to the tight down).
The same hydraulic pressure acts on the difference in area between the two lands 222b and 222c both in the up position and in the down position, and the difference in governor pressure between moving up and down is small. That is, during kickdown, the hysteresis between the 2-3 and 3-2 gear shifts becomes smaller.
The kick-down pressure supplied to port 120b of 1-2 shift valve 20 acts on the area difference between lands 220a and 220b when spool 220 is in the down position, and acts on the area difference between lands 220a and 220b when spool 220 is in the up position. It acts on the area difference between lands 220b and 220c and pushes spool 220 downward. Therefore, the 1-2 shift valve 20 will not switch unless the governor pressure that applies the downward force becomes that much higher. That is, in the kickdown state, the vehicle speed at which the 1-2 gear shift and the 2-1 gear shift are performed becomes significantly higher than in the non-kickdown state. When the relationship between the vehicle speed and the throttle opening during automatic gear shifting obtained as described above is shown in a diagram, the shift diagram is shown in FIG. 9. Next, overdrive inhibitor solenoid 4
The effect of 2 will be explained. As mentioned above, when the solenoid 42 is turned on, line pressure is generated in the oil passage 409. The oil pressure in the oil passage 409 is applied to the port 124b of the 3-4 shift valve 24 through the shuttle valve 504, the shuttle valve 508, and the oil passage 440.
, the plug 225 is pushed upward in the figure, and the spool 224 is pushed downward. Therefore, regardless of the magnitude of the governor pressure, the 3-4 shift valve 24 is held in the down position, and the 4th speed state is never reached. Therefore, if the driver does not want to drive in the fourth speed (overdrive) depending on driving conditions, the driver can prevent the vehicle from going into the fourth speed by operating the switch SW. Next, set the manual valve 4 to the D position and set it to the third position.
The effect when the manual valve 4 is set to the position while the vehicle is running in the first or fourth gear will be explained. When manual valve 4 is positioned, port 1
Since line pressure is generated in the port 104e in addition to the port 104d, the line pressure is supplied to the oil passage 414. The line pressure of the oil passage 414 is controlled by the shuttle valve 5.
04, reaches the port 124b of the 3-4 shift valve 24 via the shuttle valve 508 and the oil passage 440. When line pressure is applied to port 124b, spool 224 is placed in the down position, as in the case of kickdown and activation of overdrive inhibitor solenoid 42 described above. In addition, the line pressure of the oil passage 414 is also guided to the port 122a of the 2-3 shift valve 22, so
It acts on the upper end of the plug 223 to push the plug 223 and spool 222 down to the down position in the right half of the figure. Therefore, the automatic transmission is in the second speed state and will not be shifted to the third or fourth speed regardless of the vehicle speed. Note that the line pressure of the oil passage 414 is also guided to the port 116e of the line pressure booster valve 16, but the line pressure booster valve 16 is also guided to the port 116b.
The state shown in the lower half of the figure is due to the hydraulic pressure acting on the port 116 (hydraulic pressure in the oil passage 432).
The oil pressure of e is guided to port 116d, and oil passage 428
generates line pressure. As a result, as mentioned above, the line pressure is at its highest regardless of the throttle opening, so even when the throttle opening is small, brake B2, which is a band brake, can be operated strongly, and the second gear Shifting to and fro is performed quickly, and engine braking can be applied immediately. Even when the manual valve 4 is in the above position, the relationship between the oil pressures acting on the 1-2 shift valve 20 is exactly the same as when the manual valve 4 is in the D position, so the 1-2 shift valve 20 is Switches depending on the magnitude of governor pressure and throttle pressure. Therefore, even when the manual valve 4 is in the position, automatic shifting between the first speed and the second speed is performed. As mentioned above, if the manual valve 4 is moved from 4th or 3rd gear to 2nd gear, the line pressure will be higher regardless of the throttle opening, but once the 1st gear is reached, When shifting to the second speed, the line pressure becomes the same pressure as in the case of the D position in the following manner. When shifting from 2nd gear to 1st gear (i.e., the 1-2 shift valve 20
is in the down position), the hydraulic pressure in the oil passage 432 is discharged to the port 120i. For this purpose, the spool 21 is inserted through the port 116b of the line pressure booster valve 16 and the hole 216d of the spool 216.
The hydraulic pressure acting on the left end of 6 in the figure disappears, and the spool 216 is pushed to the left by the spring 316 to the upper half position in the figure. Therefore, oil passage 414
The connection between the oil passage 428 and the oil passage 428 is cut off, and the oil passage 428
The hydraulic pressure is discharged to port 116c. Therefore, the pressure modifier valve 12 and the cutback valve 14 operate in the same manner as when the manual valve 4 is in the D position. In this state, even if the 1-2 shift valve 20 returns to the up position and hydraulic pressure is generated in the oil passage 432, the port 116 of the line pressure booster valve 16
b is cut off by the land 216b of the spool 216, so the line pressure booster valve 16 remains in the upper half position in the figure. Therefore, in this case, the line pressure does not rise to the maximum value even in the second gear. By doing so, the shift shock between the first and second speeds at the position of the manual valve 4 is made equal to the shift shock at the D position. Next, when the manual valve 4 is set to the position, line pressure is generated not only in the ports 104d and 104e but also in the port 104f.
16 is supplied with line pressure. The line pressure of the oil passage 416 is the port 1 of the 1st speed fixed range pressure reducing valve 34.
34d. This line pressure is
4c and the oil passage 448 to reach the port 134e, push the spool 234 upward in the figure, and balance the spool 234 with the drain port 134b slightly open. Therefore, port 134
The oil pressure of e (that is, the oil pressure of the oil passage 448) has a constant value (lower than the line pressure) corresponding to the force of the spring 334. This constant pressure in the oil passage 448 is maintained between the shuttle valve 502 and the oil passage 43.
6 through port 12 of 1-2 shift valve 20
0d, the land 221a of the spool 221
acts on the upper side of the spool 221 and pushes the spool 221 downward.
Therefore, when the governor pressure pushing the spool 221 upward is below a certain value, the spool 221 is pushed down to the down position (the spool 220 remains in the up position). As a result, the oil passage 43
2 line pressure is discharged to drain port 120i, and brake B2 is released. At the same time,
1-2 Ports 120d and 12 of shift valve 20
0e, and the constant pressure in the oil passage 436 is supplied to the brake B1 via the oil passage 438. Therefore, the automatic transmission has clutch C3 and brake B1.
This is the first gear in which engine braking is activated (first gear in which engine braking can be applied). Note that when the governor pressure is above the above-mentioned constant value, the spool 221 will not switch even if the constant pressure from the first speed fixed range pressure reducing valve 34 acts on the port 120d. Even if the valve 4 is set to the position, the first speed will not be reached, and overrun of the engine can be prevented. Next, the operation when the manual valve 4 is moved from the N position to the R position will be explained. When manual valve 4 is in R position, port 104b
Line pressure is generated only in the oil passage 4.
08 to clutch C1, and oil passage 408;
1 via the shuttle valve 502 and the oil passage 436.
-2 is led to the port 120d of the shift valve 20. This oil pressure acting on the port 120d always moves the spool 221 of the 1-2 shift valve 20 to the down position (the governor pressure is
12 is not generated because the line pressure does not exist), the oil passage 436 and the oil passage 438 are in communication,
Line pressure is supplied to brake B1. Therefore,
Clutch C1 and brake B1 are activated, and the automatic transmission is placed in reverse. As explained above, regulator valve 2,
According to the line pressure control device consisting of the cut valve 14 and the pressure modifier valve 12,
Line pressure characteristics as shown in Figures 7 and 8 are obtained, but these line pressure characteristics vary in a complex manner depending on the throttle opening and output rotational speed, and the torque characteristics input to the input shaft of the automatic transmission. (In particular, as shown in Figure 8,
The curved increase in torque toward the lower output rotational speed corresponds to the torque increase curve due to the torque increase effect of the torque converter). For this reason,
As long as the oil pump does its job of generating the minimum amount of oil pressure required, the efficiency of the automatic transmission will improve. The pressure modifier valve 12 is used to maintain a constant pressure when the throttle opening is 2/4 or more, and the pressure modifier pressure obtained thereby is applied to the engine torque curve. This is the valve that we are trying to approximate. Therefore, the torque curve of the engine will change depending on the throttle opening 2/
If the throttle pressure is approximately proportional to the throttle opening even when the pressure is 4 or more, the pressure modifier valve 12 is unnecessary, and the throttle pressure may be guided directly to the oil passage 412. A line pressure control device in which the pressure modifier valve is removed in this manner is shown in FIG. 10 as a second embodiment. In FIG. 10, the same parts as in FIG. 2 are given the same reference numerals. It is clear that the second embodiment also provides basically the same functions and effects as the first embodiment shown in FIG. As explained above, according to the present invention, the first and second ports (102i and 102
2h) so that the line pressure regulated by the regulator valve increases according to the hydraulic pressure introduced into these ports, and the first port is equipped with a throttle corresponding pressure (pressure modifier). The line pressure is controlled by introducing cutback pressure, which is regulated by a cutback valve so that it increases according to the throttle pressure and decreases according to the governor pressure, to the second port. Since the control device is configured, it is possible to obtain line pressure characteristics that are very similar to the characteristics of the input torque, thereby eliminating unnecessary oil pressure and improving the efficiency of the automatic transmission.

[Brief explanation of the drawing]

Figure 1 is a framework diagram of a 4-speed automatic transmission with overdrive, Figure 2 is a hydraulic circuit diagram showing the entire hydraulic control system, Figure 3 is a diagram showing throttle pressure and throttle modulate pressure characteristics, and Figure 3 is a diagram showing throttle pressure and throttle modulate pressure characteristics. Figure 4 is a diagram showing pressure modifier pressure characteristics, Figure 5 is a diagram showing cutback pressure characteristics, Figure 6 is a diagram showing governor pressure characteristics, and Figure 7 is a diagram showing line pressure characteristics. ,
FIG. 8 is a diagram showing line pressure characteristics, FIG. 9 is a diagram showing a shift pattern, and FIG. 10 is a diagram showing a second embodiment of the present invention. T/C...torque converter, E...engine output shaft, I...input shaft, O...output shaft, G1, G2...planetary gear set, S1, S2...sun gear, R1, R2...internal gear, PC1, PC2...carrier, P
1, P2...Pinion gear, C1, C2, C3...Clutch, B1, B2...Brake, OWC...One-way clutch, O/P...Oil pump, SW...Overdrive inhibitor switch, S/A...Servo apply chamber, S/ R...Servo release chamber, 2...
Regulator valve, 4...Manual valve, 6
...Throttle valve, 8...Throttle fuel safety valve, 14...Cutback valve, 16...
Line pressure booster valve, 18... governor valve,
20...1-2 shift valve, 22...2-3 shift valve, 24...3-4 shift valve, 26...2-
4 timing valve, 28...2-3 timing valve, 30...3-4 timing valve, 32...3
-2 timing valve, 34...1 speed fixed range pressure reducing valve, 36...torque converter pressure reducing valve,
38...1-2 accumulator, 40...4-3 accumulator, 42...overdrive inhibitor solenoid, 102, 104, 106, 108, 1
10, 112, 114, 116, 120, 12
2,124,126,128,130,132,
134, 136...Valve hole, 102a-j, 10
4a-f, 106a-f, 108a-e, 110
a~e, 112a~e, 114a~g, 116a
~f, 120a~k, 122a~j, 124a~
k, 126a-e, 130a-e, 132a-
e, 134a-e, 136a-e...Port, 13
8,140...Cylinder hole, 202,203,20
4,206,210,212,214,215,
216, 220, 221, 222, 224, 22
6,228,230,232,234,236...
Spool, 202a-d, 203a-b, 204
a~b, 206a~c, 208a, 210a~
c, 212a-b, 214a-c, 215a-
b, 216a-c, 220a-c, 221a-
d, 222a-e, 224a-d, 226a-
c, 228a-c, 230a-c, 232a-
c, 234a-b, 236a-b...land, 20
7...Plunger, 208...Sleeve, 209...Plug, 223...Plug, 225...Plug, 23
8,240...Piston, 252...Sleeve, 25
2a-c...port, 254...spring seat,
302, 306, 307, 308, 310, 31
2,316,320,322,324,328,
330, 332, 334, 336, 338, 34
0... Spring, 402, 404, 406, 40
8,409,410,411,412,414,
416, 418, 420, 422, 424, 42
6,428,430,432,434,436,
438, 440, 442, 444, 446, 44
8,450...Oil road, 502,504,506,5
08...Shuttle valve, 602, 604, 60
6,608,610,612,614,616,
618, 620, 622, 624, 626, 62
8,630,650,652,654,656,
658... Orifice, 750, 752, 754,
756,758...Check valve.

Claims (1)

[Claims] 1. A regulator valve that regulates the pressure of oil discharged from an oil pump is provided with first and second ports, and the pressure is regulated by the regulator valve according to the hydraulic pressure introduced into these ports. A line pressure corresponding to the throttle is introduced to the first port, and a line pressure corresponding to the throttle is introduced to the second port, and a cut is made so that the line pressure increases according to the throttle corresponding pressure and continuously decreases according to the governor pressure. A line pressure control device for an automatic transmission that guides the cutback pressure regulated by a backvalve. 2. The line pressure control device for an automatic transmission according to claim 1, wherein the throttle corresponding pressure is a throttle pressure regulated by a throttle valve. 3. Throttle corresponding pressure is the pressure modifier pressure obtained by further regulating the throttle pressure regulated by the throttle valve using the pressure modifier valve. 2. The line pressure control device for an automatic transmission according to claim 1, wherein the pressure is equal to the throttle pressure when the opening degree is below a predetermined value, and is a constant pressure when the throttle opening degree is above a predetermined value. 4. The cutback valve is a valve that adjusts the cutback pressure so that the force in one direction due to the throttle corresponding pressure acting on the spool is balanced with the force in the other direction due to the governor pressure and cutback pressure acting on the spool. A line pressure control device for an automatic transmission according to any one of the ranges 1 to 3. 5 The cutback valve is connected to a line pressure booster valve that supplies line pressure when it is necessary to increase line pressure regardless of the throttle pressure, and when line pressure is supplied from this line pressure booster valve, the cutback valve 5. The line pressure control device for an automatic transmission according to claim 4, wherein the valve is in a state to discharge cutback pressure to a drain port.