KR100257233B1 - Hydraulic control device - Google Patents

Abstract

PURPOSE: A hydraulic pressure control device gets needed gearshift and locking up pressure accurately with a simple structure. CONSTITUTION: A hydraulic pressure control device comprises a hydraulic pressure controlling duty solenoid valve(119), a line pressure adjusting valve(103), a manual valve(101), a relief valve(105) and a locking up control valve(118). The hydraulic pressure controlling duty solenoid valve(119) adjust hydraulic pressure(Pe) acting on a pilot valve(122) by changed of duty rate thereof by the gearshift condition inputted to an electronic control unit. The line pressure adjusting valve(118) adjust line pressure by compensating pressure(Pc) interlockingly adjusted by the hydraulic pressure(Pe) adjusted by the hydraulic pressure controlling duty solenoid valve(119). The manual valve(101) operates backup pressure of the line pressure adjusting valve(103) to increase the line pressure on R range. The relief valve(105) adjusts fluid having passed the line pressure adjusting valve(103) by hydraulic pressure(PT/C). The locking up control valve(118) adjusts hydraulic pressure(PT/C) supplied from the relief valve(105) by locking up pressure(PT) and guides the hydraulic pressure to a locking up clutch(L/C). When a locking up is operated, The locking up amount is adjusted by adjusting the power of the hydraulic pressure(PT) on the hydraulic pressure(P1) so that the objective locking up amount is controlled as determined relative locking up amount.

Description

Hydraulic control circuit of automatic transmission

The present invention relates to an automatic transmission, and more particularly, to a hydraulic control circuit of a lateral type automatic transmission having a structure that can be mounted on both a front wheel drive vehicle and a rear wheel drive vehicle.

Typically, the auto transmission axle consists of a unit formed integrally with the automatic transmission and the differential gear device, and is used in automobiles of electric tube front drive type (FF) and rear engine rear drive type (RR).

In such an automatic transmission, an electric tube-driven automatic transmission is mounted on a vehicle in which the engine is arranged laterally. In this case, the differential gear device is installed on the engine side so as to be centered between the left and right driving wheels, and the transmission power It is configured to be input to the differential gear device installed on the engine side, with the output of which is usually directed to the engine side.

In the electric tube rear drive (FR) system, which has been conventionally used in the front of the vehicle and is driven at the rear, the engine side power is sequentially transmitted to the rear axle. Has a different power transmission system. The electric power transmission system of an electric transmission system of an electric tube full-drive type is often used for a small vehicle, and it is common to arrange | position it horizontally (it is installed so that it may extend in the vehicle width direction) simultaneously with an engine. Therefore, when the power shifted on the main shaft line is input to the differential gear device in that state, the differential gear device is located at a position far from the center between the left and right drive wheels, which causes a large difference in the axle widths of the left and right drive wheels. . For this reason, the longitudinally driven power is returned by the counter shaft parallel to the main shaft line, and then the longitudinal drive which is coupled to the final drive pinion gear and the hetero drive pinion gear provided at the corresponding ends of the counter shaft. The gears are transferred sequentially to the differential gear unit, or the engine power is first transmitted to the rear side of the transmission, then the output shaft is connected from the rear side to the engine side, and the intermediate gear is transmitted to the differential gear unit. . The automatic transmission of a vehicle having such a lateral arrangement is limited by the size of the lateral direction, and the miniaturization of the lateral direction is urgently needed.

In order to solve this problem, Japanese Patent Laid-Open No. 59-34049 discloses an automatic transmission in which a forward four speed is composed of only two planetary gears from three conventional planetary gears.

However, in the configuration of the automatic transmission described in Japanese Patent Laid-Open No. 59-34049 as described above, since only one set of one-way clutch is used, only one-way clutch can be used at the speed related to the first speed, and thus the fourth speed is used. All shifts to or from the fourth speed require the activation of a particular friction element (clutch), a non-operational switch, as well as the operation of a separate friction element (clutch, brake), a non-operational switch and the If the switching is not timed properly, a sudden increase in the engine speed, an interlock of the gear shift mechanism, and a large shift shock are generated.

Therefore, it is essential to precisely control the operating hydraulic pressure change timing and the speed of change of both friction elements so that such a problem does not occur, and the control system becomes complicated.

In order to eliminate this problem, Japanese Patent Application No. 60-117866 of Nissan Jidosha Co., Ltd. has proposed a gear shift mechanism of the type in which one one-way clutch is added. Such a transmission includes a plurality of sets of coaxially arranged planetary gears, and the transmission of the electrostatic reaction force through a predetermined one-way clutch, the predetermined hydraulic clutch, and a separate one-way clutch by engaging a predetermined hydraulic clutch. A separate one-way is obtained by receiving from the case and setting the power transmission path of the planetary gear to the low-speed stage selection state, and selectively engaging a predetermined hydraulic clutch or coaxial parallel installation to the predetermined hydraulic clutch or planetary gear in this state. The constant speed transmission path of the planetary gear is made into the medium speed selection state by opening the clutch, and the power transmission path of the planetary gear is selected from the high speed end selection state through the opening of both one-way clutches by the engagement of a predetermined hydraulic brake and a separate clutch. I am doing it. However, the addition of such a one-way clutch increases the size of the automatic transmission itself in the axial direction, making it difficult to mount on an electric tube-driven vehicle regardless of having only two planetary gear mechanisms.

In order to solve this problem, Japanese Patent Application No. 617436 (Japanese Patent Laid-Open Nos. 62-233543), filed April 2, 1986, applies a one-way clutch to an automatic transmission in which a one-way clutch is added. An example is disclosed in which the oil pressure gear is arranged near the other hydraulic clutch and is disposed around the planetary gear and the predetermined hydraulic clutch is arranged around the predetermined one-way clutch.

According to such a conventional automatic transmission, when the hydraulic clutch is engaged, the electrostatic reaction force generated in accordance with the transmission of the power of the automatic transmission reaches the transmission case through a predetermined one-way clutch, a hydraulic clutch and a separate one-way clutch. The case receives the electrostatic reaction force and stops. Thus, the automatic transmission is capable of power transmission, and the forward low speed stage can be selected. In this state, when a predetermined hydraulic brake or a separate hydraulic clutch is selectively engaged, the separate one-way clutch is opened, and the intermediate speed stage can be selected correspondingly. Further, when the hydraulic brake and the separate hydraulic clutch are engaged in the state in which the hydraulic clutch is engaged, not only the one-way clutch but also a predetermined one-way clutch are opened, so that the high speed stage can be selected.

Referring to the conventional automatic transmission described above in more detail, as shown in FIG. 1, the front planetary gear 103 and the output shaft on the input shaft 101 side between the coaxially arranged input shaft 101 and the output shaft 102 The rear planetary gear 104 on the 102 side is provided coaxially. The front sun gear 103S can be fixed by a band brake B / B as a hydraulic brake, and can be connected to the input shaft by another reverse clutch R / C.

Further, the front carrier 103C supporting the front pinion gear 103P can be coupled to the input shaft 101 by the high clutch H / C as the hydraulic clutch described above. The front carrier 103C is also capable of being fixed by being coupled to the transmission case 105 in a direction opposite to the input shaft 101 by a low one-way clutch (LO / C) as a separate one-way clutch. It can be fixed by the brake LR / B and can be coupled to the rear internal gear 104R by the overrunning clutch OR / C.

A forward clutch F / C as the hydraulic clutch and a forward one-way clutch F / C as the one-way clutch arranged in parallel with the overrunning clutch OR / C are provided. F / C) and forward one-way clutch (FO / C) are arranged in series. The forward one-way clutch FO / C is disposed in the direction in which rotation in the same direction as the input shaft 101 can be transmitted from the front carrier 103C to the rear internal gear 104R, and the rear internal gear 104R is the same. When rotated at high speed by the front carrier 103C in the direction, the forward one-way clutch FO / C is opened to allow relative rotation of both. Further, the rear carrier 104C supporting the rear pinion gear 104P is engaged with the front internal gear 103R and the output shaft 102, and the rear sun gear 104S is engaged with the input shaft 101.

However, since the conventional automatic transmission as described above uses a band brake as described above, a servo hydraulic mechanism for operating the band brake is required, and since a servo hydraulic mechanism is used for operating the band brake, There is a problem that precise time control is required so that the hydraulic pressure acts at the shift point to operate the band brake.

In addition, by adding the hydraulic servo mechanism to the automatic transmission, the weight of the automatic transmission mounted on the vehicle not only adversely affects the reduction of fuel efficiency of the vehicle, but also increases the size of the automatic transmission, There was a problem that the manufacturing cost is increased.

As one method for solving this problem, an automatic transmission as shown in FIGS. 2 and 3 has been developed. It is connected to the output shaft 212 of the engine and transmits power from the fluid torque converter 210 for converting and transmitting torque of the engine, the first sun gear 201S of the first planetary gear unit 201, the first planetary First planet carrier 201C supporting pinion gear 201P, second sun gear 202S of first ring gear 201R, and second planetary gear unit 202, second planetary pinion gear 202P. It selectively transfers to the second planetary carrier 202C for supporting the second planetary gear 202R and the second ring gear 202R connected to the first planetary carrier 201P through the connecting member, so as to obtain necessary vehicle speeds of 4 forward speeds and 1 reverse speed. Power transmission to the three clutch elements C11, C12 and C13, which selectively connect power to the operating elements of the planetary gear units 201 and 202, and to the operating elements of the planetary gear units 201 and 202. Three brakes B11, B12, and B13 for selectively blocking, and the first sun gear 2 of the first planetary gear unit 201. The second one-way clutch F12 that rotates the first one-way clutch F11 that constrains the rotational direction of 01S and the second ring gear 201R of the second planetary gear unit 202 in only one direction is used. It consists of a configuration that includes.

The conventional automatic transmission operates the second brake B12 or the first brake B11 in a state where the first clutch C11 is operated in order to obtain a gear shifting two speed.

Here, the second brake (B12) is for the engine brake, the slide motion along the spline formed on the outer surface of the locking force transmission member 225 and the inner surface of the transmission casing 240 by the operation of the second brake piston 226. As a result, the rotation of the sun gear 201S of the first planetary gear unit 201 by the rotational motion of the first hub assembly 219 is locked. In accordance with the operation of the first clutch C11, the sun gear 202S of the second planetary gear unit 202, which is powered from the first hub assembly 215, is rotated, and the sun gear 202S is rotated. The planetary pinion gear 202P geared with the sun gear 202S is rotated, and the ring gear 202R geared with the planetary pinion gear 202P tries to rotate in the same direction as the planetary pinion gear 202P. Since it is locked by the 2nd one-way clutch F12, it rotates according to the rotation direction of the planet carrier 201C of the 1st planetary gear unit 201 connected with the ring gear 202R.

In addition, as the planetary carrier 202C of the second planetary gear unit 202 rotates, the ring gear 201R of the first planetary gear unit 201 connected to the planetary carrier 202C rotates the planetary carrier 202C. Direction, and the planetary pinion gear 201P of the first planetary gear unit 201 coupled to the ring gear 201R also has the second gear B12 of the sun gear 201S of the first planetary gear unit 201. Or locked by the operation of the first one-way clutch F11, the engine rotates and rotates in the rotational direction of the planet carrier 202C.

However, the conventional automatic transmission as described above uses three brakes to obtain four forward speeds and one reverse speed, so that a piston for activating each brake is installed on each brake, and two forward speeds are provided. In order to obtain, a separate one-way clutch was required. Therefore, not only the structure of the transmission is complicated, but also there is a problem that an accurate lockup force cannot be obtained due to the complexity of the structure.

The present invention has been made in view of the above, it provides a hydraulic control circuit of an automatic transmission that can control the automatic transmission with a simpler structure, and the manufacturing cost is low, while accurately controlling the lock-up to prevent shift shock. Its purpose is.

1 is a view schematically showing the structure of a conventional automatic transmission.

2 is a cross-sectional view showing the structure of another conventional automatic transmission.

3 is a diagram schematically showing a power transmission path of the conventional automatic transmission shown in FIG.

4 is a cross-sectional view showing the structure of an automatic transmission according to the present invention.

5 is a diagram schematically showing the power transmission path of the automatic transmission according to the invention shown in FIG.

6 is a hydraulic circuit diagram showing the hydraulic action in the parking range of the automatic transmission shown in FIG.

FIG. 7 is a hydraulic circuit diagram showing the hydraulic action in the neutral range of the automatic transmission shown in FIG. 4. FIG.

FIG. 8 is a hydraulic circuit diagram showing the hydraulic action in the reverse range of the automatic transmission shown in FIG.

9 is a hydraulic circuit diagram showing the hydraulic action at the forward 1 speed of the drive range of the automatic transmission shown in FIG.

10 is a hydraulic circuit diagram showing the hydraulic action at the second forward speed of the drive range of the automatic transmission shown in FIG.

FIG. 11 is a hydraulic circuit diagram showing the hydraulic action at the third forward speed of the drive range of the automatic transmission shown in FIG. 4. FIG.

FIG. 12 is a hydraulic circuit diagram showing the hydraulic action at four forward speeds of the drive range of the automatic transmission shown in FIG. 4. FIG.

* Explanation of symbols for main parts of the drawings

1: first planetary gear unit 2: second planetary gear unit

3: output shaft 10: fluid torque converter

11 stator shaft 12 input shaft

13: oil pump 14: clutch drum assembly

15: first hub assembly 16: second hub assembly

17: first piston 18: second piston

19: third hub assembly 20: shift gear unit

21: third piston 22: first intermediate shaft

23: second intermediate shaft 24: first brake piston

26: piston for second brake 30: differential gear device

31: counter shaft 40: transmission casing

101: manual valve 102: oil tank

103: line pressure regulating valve 104: pressure reducing valve

105: relief valve 107: first clutch on / off valve

108: second clutch on / off valve 109: direction change valve

110: overrunning clutch valve

111, 112, 113, 114: solenoid valve

115, 116: first and second brake pressure reducing valve

117: safety valve 118: lock-up control valve

119, 120: Lock-up Control and Duty Solenoid Valve

122: pilot valve 123: PC accumulator

124: first clutch accumulator 124-1: second clutch accumulator

125: first brake accumulator 126: third clutch accumulator

129: check valve

The above object is a duty control solenoid valve for hydraulic control, the duty ratio is changed in accordance with the shift condition input to the electronic control device, the pressure control hydraulic pressure (Pe) acting on the pilot valve; A line pressure regulating valve for regulating line pressure by coordinating the compensating hydraulic pressure Pc by the hydraulic pressure Pe regulated by the hydraulic control duty solenoid valve; A manual valve which, when positioned in the R range, acts as a backup pressure of the line pressure regulating valve to raise the line pressure; A relief valve for adjusting the fluid passing through the line pressure regulating valve to a hydraulic pressure (P _{T / C} ); A lockup control valve for regulating the hydraulic pressure P _{T / C} supplied from the relief valve to the lockup pressure P _T to guide the lockup clutch; In lock-up operation, the oil pressure (P _{T / C} ) and the oil pressure (P ₁ ) to the torque converter are directly connected so that the oil pressure (P _{T / C} ) and the oil pressure (P ₁ ) are always adjusted to the same size, and the lock-up control valve that the supply to the lock-up clutch by the lock eopap (P _T) is by continuous operation of the duty solenoid valve, pressure control the same as the hydraulic pressure (P _1), so that the amount of target lock-up control to determine the relative lock up quantity oil pressure (P ₁ It is achieved by the hydraulic control circuit of the automatic transmission according to the invention, characterized in that the force of the hydraulic pressure (P _T ) relative to) is adjusted so that the lockup amount is adjusted.

Therefore, according to the hydraulic circuit of the automatic transmission according to the present invention, not only the required shift can be accurately obtained with a simpler structure, but also the lock-up force can be obtained.

EXAMPLE

Hereinafter, preferred embodiments of the present invention will be described in more detail with reference to the accompanying drawings.

4 is a cross-sectional view showing the structure of an automatic transmission according to the present invention. As can be seen from this figure, the automatic transmission (strictly the automatic transmission axle) according to the present invention is largely divided into four parts as follows. That is, the fluid torque converter 10 is connected to the engine output shaft for converting the torque of the power transmitted from the engine to transfer to the transmission; A shift gear unit 20 for shifting power of the engine transmitted from the fluid torque converter 10; A differential gear device 30 for transmitting power shifted by the shift gear unit 20 transmitted through the counter shaft 31 to the left and right driving wheels of the vehicle, and a fluid torque converter 10, a shift gear unit 20, and It is divided into a transmission casing 40 which receives the differential gear device 30.

The shift gear unit 20 receives power from the fluid torque converter 10 through an input shaft 12 geared with the turbine runner 11a of the fluid torque converter 10. On the other hand, the outer surface of the stator shaft 11 is provided with an oil pump 13 for generating hydraulic pressure for operating the respective fastening element and the brake element of the transmission. This oil pump 13 is driven by the rotation of the pump impeller 11b by the operation of the engine, so as to operate a plurality of flow paths with the respective fastening element and the brake element of the transmission so as to operate the respective fastening element and the brake element of the transmission. Supply pressure oil through

The input shaft 12 is coupled to the lockup clutch of the fluid torque converter 10 at one end, and the clutch drum assembly 14 is coupled to the spline formed at the other end. The clutch drum assembly 14 has a central clutch drum 14a in which internal teeth splines are formed to be engaged with the input shaft 12, and first and second clutch drums 14b and 14c in which splines are formed on inner surfaces thereof, respectively. The first clutch drum 14b is located between the central clutch drum 14a and the second clutch drum 14c, and the second clutch drum 14c is a cylindrical body extending in parallel with the first clutch drum 14b. It has a shorter length than the first clutch drum 14b.

The first clutch drum 14b is splined on the inner surface and also splines on the outer surface of the hubs 15a and 16a of the first and second hub assemblies 15 and 16 which face the splines of the first clutch drum 14b. Is formed. The first and second clutches C1 and C2 are slidably installed along the spline, and the first and second clutches C1 and C2 are provided on the inner surface of the first clutch drum 14b and the first and second hubs. It is slidably installed by the operation of the first and second pistons 17, 18 along the splines formed on the outer surfaces of the hubs 15a, 16a of the assemblies 15, 16. These first and second clutches C1 and C2 are multi-plate clutches composed of a plurality of plates. Power input from the input shaft 12 is selectively transmitted to the first and second hub assemblies 15, 16 through the clutch drum assembly 14 by the operation of the first and second clutches C1, C2.

The third clutch C3 is located at the outermost side of the spline and clutch drum assembly 14 formed on the outer surface of the hub 19a of the cylindrical third hub assembly 19 surrounding the outer surface of the first clutch drum 14b. Installed to slide along the spline between the splines formed on the inner surface of the second clutch drum (14c) is a third, the power of the clutch drum assembly 14 by the operation of the third piston 21 is operated by hydraulic pressure Has a function of delivering to the hub assembly 19.

The first hub assembly 15, which is connected to or separated from the clutch drum assembly 14 via the first clutch C1, has a hub 15a and a first intermediate shaft 22 formed of a cylindrical body fixedly connected to the central portion of the hub. ) The first intermediate shaft 22 is provided concentrically with the input shaft 12 and extends along the central axis of the input shaft 12. One end of the first intermediate shaft 22 is also accommodated in an opening formed in the end face of the input shaft 12, and the other end is geared to the sun gear 2S of the second planetary gear unit 2. . A first thrust needle bearing 141 is provided between the clutch drum assembly 14 and the cylindrical end face of the first hub assembly 15 so that the clutch drum assembly 14 and the first hub assembly 15 rotate. When the two members can be rotated smoothly. The clutch drum assembly 14 side end of the first intermediate shaft 22 is accommodated in the opening 12a formed in the end surface of the input shaft 12 through the disc portion of the first hub assembly 15, and the bush ( 12b) is provided between the opening 12a of the input shaft 12 and the end of the first intermediate shaft 22, so that the two members are supported to be able to rotate smoothly without interference with each other.

The second hub assembly 16, which is connected to or separated from the clutch drum assembly 14 via the second clutch C2, is also fixedly connected to or integrally formed with the hub 16a and a central portion of the hub, the first intermediate It has a second intermediate shaft 23 which wraps the shaft 22 on the outside.

Splines are formed at the other end of the second intermediate shaft 23. This spline is engaged with the planetary carrier 1C of the first planetary gear unit 1, so that the planetary carrier 1C rotates in accordance with the rotation of the second intermediate side 23 according to the operation of the second clutch C2. Done. On the other hand, the sun gear 1S of the first planetary gear unit 1 is rotatably supported on the second intermediate shaft 23 through the bush.

The third hub assembly 19, which is connected to or separated from the clutch drum assembly 14 through the third clutch C3, has a hub 19a having a spline formed on its outer circumferential surface such that the first multi-plate brake B1 (hereinafter referred to as brake) is installed. ) And a main body portion 19b on which the sun gear 1S of the first planetary gear unit 1 is formed. The third hub assembly 19 is integrally formed with the sun gear 1S of the first planetary gear unit 1 to transmit the power of the input shaft 12 to the sun gear 1S of the first planetary gear unit 1. .

On the other hand, the first brake B1 slides along a spline formed in the transmission casing 40 by the operation of the first brake piston 24, so that the first planetary gear unit 1 of the first planetary gear unit 1 is removed from the first hub assembly 19. The sun gear 1S of the first planetary gear unit 1 is locked to interrupt the power transmitted to the sun gear 1S.

As described above, the first and second planetary gear units 1 and 2 constituting the shifting unit of the automatic transmission according to the present invention are connected to the input shaft via the hub assemblies 15, 16 and 19 and the clutch drum assembly 14. And the first and second planetary gear units 1 and 2 are simple type planetary gear units, in which a ring gear and a carrier are integrally connected to CR-CR (carrier to ring). gear type.

The CR-CR type planetary gear units 1 and 2 have sun gears 1S and 2S, planetary pinion gears 1P and 2P coupled to sun gears 1S and 2S, and planetary pinion gears 1P and 2P. ) And ring gears 1R and 2R geared to each other, and planetary carriers 1C and 2C supporting planetary pinion gears 1P and 2P.

The sun gear 1S of the first planetary gear unit 1 is integrally formed with the third hub assembly 19 as described above, and transmits power from the input shaft 12 by the operation of the third clutch C3. Receive. In addition, the sun gear 1S of the first planetary gear unit 1 is locked by the operating force of the first brake B1.

The planetary carrier 1C supporting the planetary pinion gear 1P coupled with the sun gear 1S of the first planetary gear unit 1 is in gear engagement with the second intermediate shaft 23 of the second hub assembly 16. On the other hand, it is connected with the ring gear 2R of the second planetary gear unit 2. The ring gear 2R of the second planetary gear unit 2 and the planetary carrier 1C of the first planetary gear unit 1 are operated by the operation of the second brake B2, as can be seen from FIG. Each power transmission is constrained.

In the one-way clutch F1, the ring gear 2R of the second planetary gear unit 2 and the planetary carrier 1C of the first planetary gear unit 1 are engines regardless of the operation of the second brake B2. It is prevented from rotating in the opposite direction to the rotation direction of. The second brake B2 is adapted to the operation of the piston 26 for the second brake between the spline formed on the outer surface of the ring gear 1R of the first planetary gear unit 1 and the spline formed on the inner surface of the transmission casing 40. Slide.

On the other hand, the second planetary gear unit 2 is splined with the first intermediate shaft 22 to which the sun gear 2S is connected to the first hub assembly 15. The output shaft 3 is connected to the planetary carrier 2C of the second planetary gear unit 2, and the planetary carrier 2C is connected to the ring gear 1R of the first planetary gear unit 1. The ring gear 2R of the second planetary gear unit 2 is connected to the planet carrier 1C supporting the planetary pinion gear 1P of the first planetary gear unit 1 as described above.

As can be seen from the above, the output shaft 3 of the automatic transmission according to the present invention receives the power of the input shaft 12 through the planetary carrier 2C of the second planetary gear unit 2.

The gear shift stage at each speed range according to the operation of each operating element in the automatic transmission according to the present invention having the configuration as described above will be described with reference to Table 1 below.

In Table 1, a 0 mark indicates a state in which each of the operating elements operates to transmit power between the components, and a mark ◎ denotes an element operating during engine braking and does not have a function of transmitting power. Is displayed.

In addition, as can be seen in Table 1, the gear shifting stages in each range are operated in the same manner without distinction of each range, so that the same gear arrangement is achieved. Only a gear arrangement will be described, and a separate description will be added to the operation of the operating elements which operate differently at the same gear shift stage in different ranges.

[N range and P range]

First, the N range and the P range are cases in which the speed of the vehicle is zero, and there is no shift of the vehicle, and as shown in the table, there are no operating elements that act. Therefore, each planetary gear unit of the automatic transmission is in a state of idle or stopped, and power transmission from the engine to the output shaft is not performed.

These ranges are used when the vehicle is parked or stopped by the manual valve 101 being in the P or N position as shown in FIGS. 6 and 7 according to the operation of the shift lever (not shown). No hydraulic pressure acts on the transmission unit of the transmission. During driving of the automobile in the P range, the pressurized oil (transmission oil) pressurized by the oil pump 13 stops the operation of the engine at the time of main and stopping, thereby operating a plurality of clutch pistons for operating each operating element of the transmission ( 17, 18, 21 and a plurality of brakes B1, B2 are returned to their original positions by respective springs with which they are associated. On the other hand, in the N range, the engine is operated, but since the engine power is not transmitted to the output shaft, the flow path to the operating element of the transmission is blocked by the valves as shown in FIG. At this time, when the pressure oil supplied to the flow path on the circuit by the oil pump 13 exceeds the constant pressure, the oil tank 102 through the oil pump check valve 121 and the plurality of valves installed in the first flow path 201. Drain). Therefore, only the position of the manual valve 101 is different from the P range, the hydraulic pressure is applied in the same manner as the P range.

Meanwhile, in FIGS. 6 and 7, the pressure Ps of the ninth flow path 209 in which the duty solenoid valves 119 and 120 are installed is regulated to a pressure of 45 kgf / mm 2, and this pressure is the pressure regulating valve 103. ) And the pressure of the tenth flow path 210 in communication with the pilot valve 122. The pressure of the tenth flow path 210 adjusted by the pressure regulating valve 103 is Pc, and the area of two land surfaces on which the pressure of the pilot valve 122 acts is A ₁ , A ₂ , and the duty solenoid When the pressure acting on the land A ₂ of the pilot valve 122 by the valve 120 is Pe and the spring force of the pilot valve 122 is Fs, Pc = (A ₂ / A ₁ ) * Pe (Fs / A ₁ ) = f (Pe) is found. In the above, Pe is the pressure electronically regulated by the duty solenoid valve 120. The Pc accumulator 123 provided on the tenth flow path 210 is a surge control accumulator for preventing pulsation of the fluid flowing along the tenth flow path 210.

The fluid pumped from the oil pump 13 is sent to the relief valve 105 via the pressure regulating valve 103, and the relief valve 105 regulates the fluid to a constant pressure of 7 kgf / mm 2, thereby providing a lockup control valve valve ( 118). Here, the pressure regulated at 7 kgf / mm2 is referred to as P _{T / C} , and the pressure at which the lock-up control valve valve 118 is operated and the pressure in the flow path communicating with the lock-up clutch L / C to P _T and the torque converter If the pressure of the flow path is P ₁ , the equation P _S * A ₁ + F _S = 4.5 kgf / mm ₂ * (A ₂ -A ₁ ) + P _T * A ₁ is established, and P _T is (A ₂ / A ₁ ) P _S + {F _S -4.5kgf / mm2 * (A ₂ -A ₁ )} / A ₁

Therefore, the pressure P ₁ of the flow path leading to the torque converter during the lock-up operation (at the start of slip control) is always P ₁ = P _{T / C} through the flow path 211, and is maintained at a pressure of 7 kgf / mm 2 or less. Therefore, P ₁ and P _{T / C} are always regulated to the same pressure, and the lockup pressure P _T is stabilized equal to P ₁ through the lockup control valve valve 118 by the continuous operation of the duty solenoid valve 119. Hydraulic pressure can be supplied to the lockup clutch L / C. I.e., the force of the P _{T / C} come in constant, rock eopryeok is lowered major surface increases the lock eopap (P _T), the greater main surface by lowering the lock eopap (P _T). Therefore, the lock-up amount can be adjusted by adjusting the force of P _T with respect to P ₁ to determine the relative slip amount and to control the target slip amount.

[R Range]

This range is a speed range for the vehicle to reverse, and as shown in the table, the third clutch C3 and the second brake B2 are operated.

In order to operate the third clutch C3 and the second brake B2, the manual valve 101 on the hydraulic circuit is in the R position, as shown in FIG. 8, at this time being pumped by the oil pump 13 The fluid is supplied to the second flow path 202 through the manual valve 101 along the first flow path 201. The third flow passage 203 is connected to the second flow passage 202 through the third clutch C3 and the second brake B2, and the fluid flowing along the third flow passage 203 flows through the second flow passage 202. Is supplied to the pressure regulating valve 103 provided on the upper surface, and the pressure regulating valve 103 drains the fluid to the oil tank 102 when the fluid supplied through the second flow path 202 becomes a constant pressure. The pressure of the fluid flowing along the second flow path 202 and the third flow path 203 is kept constant.

Therefore, the pistons 21 and 26 for operating the third clutch C3 and the second brake B2 are operated when the pressure of the fluid is reached at a constant pressure, and the third clutch C3 is also used as the second piston. Since 21 is not immediately actuated by the hydraulic oil and is operated after the hydraulic pressure is accumulated in the third piston 21 by the third clutch accumulator 126, shift shock can be prevented.

A pressure reducing valve 104 is provided on the first flow path 201, and the fluid is decompressed at a constant pressure while passing through the pressure reducing valve 104 to follow the lockup control valve valve 118 and the ninth flow path 209. Flow. In this range, only the second solenoid valve 112 is turned 'on' among the four normally closed solenoid valves 111, 112, 113, and 114 provided in the hydraulic circuit to prevent drainage of the fluid flowing on the flow path.

In other words, with reference to FIGS. 4 and 5, the third clutch C3 may be coupled to the second clutch drum 14c of the clutch drum assembly 14 by the operation of the third piston 21. It slides along the spline formed in the third hub assembly 19. The power of the input shaft 12 is transmitted to the third hub assembly 19 through the clutch drum assembly 14 by the slide movement of the third clutch C3. Since the third hub assembly 19 is integrally formed with the sun gear 1S of the first planetary gear unit 1, the sun gear 1S of the first planetary gear unit 1 is driven by the power of the input shaft 12. Is rotated. At this time, the sun gear 1S of the first planetary gear unit 1 is rotated in the same direction as the rotation direction of the input shaft 12. On the other hand, the second brake B2 is along the splines formed on the inner surface of the transmission casing 40 and the outer surface of the ring gear 2R of the second planetary gear unit 2 by the operation of the third brake piston 26. It slides and locks the planet carrier 1C of the 1st planetary gear unit 1.

By rotation of the sun gear 1S of the first planetary gear unit 1, the planetary pinion gear of the first planetary gear unit 1 geared with the sun gear 1S of the first planetary gear unit 1 ( 1P) will rotate. The planetary pinion gear supported by the planet carrier 1C of the first planetary gear unit 1 by locking the planet carrier 1C of the first planetary gear unit 1 here by the second brake B2. 1P) is prevented from revolving and rotates only by rotation of the sun gear 1S.

The magnetic force of the planetary pinion gear 1P transmits the rotational force input from the sun gear 1S to the ring gear 1R, and the ring gear 1R is driven by the rotation of the planetary pinion gear 1P. It rotates in the rotating direction of 1P (direction opposite to the rotation direction of the sun gear 1S). Since the ring gear 1R of the first planetary gear unit 1 is connected to the planetary carrier 2C of the second planetary gear unit 2, the planetary carrier 2C of the second planetary gear unit 2 is made to be first. 1 It rotates in the rotational direction of the ring gear 1R of the planetary gear unit 1. Therefore, since the output shaft 3 of the automatic transmission according to the present invention receives the power of the input shaft 12 through the planetary carrier 2C of the second planetary gear unit 2, the output of the first planetary gear unit 1 It rotates in the rotational direction of the ring gear 1R.

On the other hand, in the R range, the driving speed of the output shaft 3 becomes faster than the driving speed of the input shaft 12 during driving of the vehicle, and the power is generated by the planetary carrier of the first planetary gear unit 1 due to the weight of the vehicle at the time of hill driving. There is a case where it is reversely transmitted to the input shaft 12 through 1C. To prevent this, the engine brake is operated by the operation of the second brake B2.

[Gear shift 1st speed]

This shift stage is a gear shifting arrangement in which power transmission is performed when the vehicle starts and starts or when the vehicle is driven with a heavy load. The gear shift 1 speeds in the D, 3, and 2 ranges have the same operating elements. To replace the descriptions of D, 3, and 2 ranges as one range. However, in the gear shift 1 speed in the 1 range which is the speed range at which the vehicle travels on the slope, the output speed (rotation speed of the driving wheel) is determined by the weight of the vehicle when the vehicle runs on a slope such as a downhill road. In a faster case, in order to prevent the ring gear 2R of the second planetary gearnet 2 connected with the output shaft from rotating in the opposite direction, the second brake B2 is operated to activate the engine brake, The way clutch F1 stops its function.

As shown in FIG. 9, the gear shifting 1st speed is a manual valve 101 is located in the position of D, and the fluid which flows through the 1st flow path 201 by the position of this manual valve 101 is a manual valve 101. FIG. And it is supplied to the first clutch (c1) along the seventh flow path 207 through the first clutch (C1) through the first clutch on / off valve 107 to operate the first clutch (c1). The first clutch accumulator 124 and the safety valve 117 are provided on the seventh flow path 207. The first clutch accumulator 124 is installed to prevent shift shock when the first clutch C1 is operated, and the safety valve 117 is an area of the land of the safety valve 117 and an operating pressure and line pressure. By using the size difference of the function to prevent the malfunction of the hydraulic control.

In the first gear shift, as shown in the table, only two elements of the first clutch Cl and the one-way clutch F1 are operated. As illustrated in FIG. 4, the first clutch C1 is operated by the operation of the first piston 17, and by the operation of the first clutch C1, the clutch drum assembly connected to the input shaft 12. 14 is connected to the first hub assembly 15 so that power of the input shaft 12 is transmitted to the first hub assembly 15.

One intermediate end of the first hub assembly (15) is accommodated in the opening formed in the end face of the input shaft 12, the other end is geared with the sun gear (2S) of the second planetary gear unit (2) By having 22, the sun gear 2S of the second planetary gear unit 2 is caused to rotate by the rotation of the first hub assembly 15.

On the other hand, at the gear shift 1 speed other than the gear shift 1 speed in the 1 range, the one-way clutch F1 automatically rings the ring gear of the second planetary gear unit 2 when the vehicle runs on a slope such as a downhill road. R2), so that the ring gear R2 of the second planetary gear unit 2 is rotated in one direction only by the first one-way clutch F1. Further, the respective elements of the first planetary gear unit 1 are connected with the respective elements of the second planetary gear unit 2, thereby idling in relation to the operation of the respective elements of the second planetary gear unit 2. Done.

The power transmitted to the sun gear 2S of the second planetary gear unit 2 is transmitted to the planetary pinion gear 2P geared with the sun gear 2S, and the ring gear coupled with the planetary pinion gear 2P ( Since 2R is locked by the one-way clutch F1, the planetary carrier 2C supporting the planetary pinion gear 2P rotates in the same direction as the sun gear 2S. That is, the planetary pinion gear 2P revolves in the same direction as the sun gear 2S along the inner surface of the ring gear 2R.

Therefore, only the components of the second planetary gear unit 2 are operated at the gear shifting speed 1, so that the planet carrier 2C of the second planetary gear unit 2 is operated as an output part.

[Gear shift 2 speed]

The shift from the first gear shifting gear shifting gear 2 having the operating element as described above to the second gear shifting gear shifting operation is performed in accordance with the operation of the transmission control unit in the state where the first clutch C1 is operated. By this, the first brake B1 is operated.

As shown in FIG. 10, with the operation of the first solenoid valve 111, fluid flowing along the ninth flow path 209 acts on the direction switching valve 109 to pass through the manual valve 101 to be operated. The fluid flowing along the flow path and branched flow path toward the one clutch on / off valve 107 passes through the direction change valve 109. As can be seen in FIG. 10, the fluid passing through the directional valve 109 is guided to the safety valve 117 by the operation of the check valve 129, and the eighth flow path through the safety valve 117 ( 208 is supplied to the first brake B1. Meanwhile, the first brake accumulator 125 is also installed to prevent shift shock when the first brake B1 is operated.

In this shift stage, as in the gear shifting 1st speed, the clutch drum assembly 14 connected to the input shaft 12 by the operation of the first clutch C1 is connected to the first hub assembly 15, Power is transmitted from the clutch drum assembly 14 to the first hub assembly 15. Power of the engine transmitted to the first hub assembly 15 is continuously transmitted to the sun gear 2S of the second planetary gear unit 2 via the intermediate shaft 22.

In this state, instead of the second brake B2, the first brake B1 is actuated, and the first brake B1 is operated by the operation of the first brake piston 24, as shown in FIG. By sliding along the spline formed on the inner surface of the casing 40, the rotation of the sun gear 1S of the first planetary gear unit 1 by the rotational movement of the first hub assembly 19 is locked. In accordance with the operation of the first clutch C1, the sun gear 2S of the second planetary gear unit 2 transmitted from the first hub assembly 15 is rotated in a predetermined direction, and the sun gear 2S is rotated. By rotation of, the planetary pinion gear 2P geared to the sun gear 2S is rotated, and the ring gear 2R geared to the planetary pinion gear 2P is in the same direction as the planetary pinion gear 2P. Although it tries to rotate, it rotates according to the rotation direction of the planetary carrier 1C of the 1st planetary gear unit 1 connected with the ring gear 2R.

According to the rotation of the planetary carry 2C of the second planetary gear unit 2, the ring gear 1R of the first planetary gear unit 1 connected with the planetary carrier 2C is rotated in the rotational direction of the planetary carrier 2C. The planetary pinion gear 1P of the first planetary gear unit 1 coupled to the ring gear 1R is also rotated and the sun gear 1S of the first planetary gear unit 1 of the first brake B1 is rotated. Since it is locked by the operation, it rotates and rotates in the rotational direction of the planet carrier 2C.

This gear shift stage acts as an output together with the rotational force of the planetary carrier 2C of the second planetary gear unit 2.

[3 gear shift]

In the shift from the gear shift 2 speed to the gear shift 3 having the operation element as described above, in the state where the first clutch C1 is continuously operated, the operation of the first brake B1 is stopped, and the second clutch ( C2) is activated.

Here, the operation of the second clutch C2 is as shown in FIG. 11, the second solenoid valve 112 is turned off by the operation of the transmission control unit so that the direction of the second clutch on / off valve 108 is switched. As the direction of the second clutch on / off valve 108 is changed, the fluid passing through the first clutch on / off valve 107 passes through the second clutch on / off valve 108 and the second clutch is turned on. (C2) supplied and operated.

The second clutch accumulator 124-1 provided on the flow path is installed to prevent shift shock when the second clutch C2 is operated. At this time, the safety valve 117 is provided with the first and second clutches ( Since the pressure of the fluid flowing through C1 and C2 is applied in the same direction, it acts to close the flow path guided to the first brake B1. Therefore, by not operating the first solenoid valve 111, the fluid can be supplied to the first brake B1 to prevent the first brake B1 from being operated.

Therefore, in this shift stage, as in the gear shifting 1st speed and 2nd speed, by the operation of the first clutch C1, the clutch drum assembly 14 connected with the input shaft 12 is connected with the first hub assembly 15, The power of the input shaft 12 is transmitted to the first hub assembly 15. The first hub assembly 15 is connected with the intermediate shaft 22 coupled with the sun gear 2S of the second planetary gear unit 2. Therefore, the power of the engine transmitted to the input shaft 12 is continuously transmitted to the sun gear 2S of the second planetary gear unit 2 via the intermediate shaft 22.

In this state, the operation of the first brake B1 is stopped, and the second clutch C2 is operated by the operation of the second piston 18 as shown in FIG. By operation of the second clutch C2, the clutch drum assembly 14 connected with the input shaft 12 is engaged with the second hub assembly 16. As described above, the second hub assembly 16 has a gear portion of the hollow shaft 23 fixedly connected to the center portion and gear-coupled with the planetary carrier 1C of the first planetary unit 1, so that the first planetary gear unit 1 The planetary carrier 1C of) is rotated by the rotation of the intermediate shaft 23. Therefore, the planetary pinion gear 1P of the first planetary gear unit 1 supported by the planet carrier 1C is idle in accordance with the rotation of the planet carrier 1C.

On the other hand, since the sun gear 2S of the second planetary gear unit 2 is rotated by the rotation of the intermediate shaft 22 in accordance with the operation of the first clutch C1, the planetary pinion gear coupled with the sun gear 2S. Since the 2P rotates in a predetermined direction and the ring gear 2R coupled with the planetary pinion gear 2P is connected to the planetary carrier 1C of the first planetary gear unit 1, the planetary pinion gear 2P is connected. In addition to the rotation of), the rotation of the planet carrier 1C of the first planetary gear unit 1 rotates in the same direction as the sun gear 2S.

Therefore, the planetary pinion gear 2P of the second planetary gear unit 2 only idles without being rotated due to the rotation of the sun gear 2S and the ring gear 2R. That is, the planetary carrier 2C supporting the planetary pinion gear 2P rotates in the rotational direction of the sun gear 2S and the ring gear 2R to act as an output part. At this time, the second planetary gear unit 2 has a difference between the sun gear 2S, the planetary pinion gear 2P, and the ring gear 2R, and the sun gear 2S, the planetary pinion gear 2P, and the like. The ring gears 2R are integrally rotated while locked with each other, so that the rotational speed of the second planetary gear unit 2 is in a direct connection state equal to the rotational speed of the engine. In other words, in the third state, it is directly connected.

[4 gear shift]

At the gear shift 4 speed in the D range, the first brake B1 is for the engine brake and functions the same as in the 2 range gear shift 2 speed and 3 range gear shift 3 speed.

For this operation, the direction of the second clutch on / off valve 108 is changed so that the direction of the second clutch on / off valve 108 is changed, and the fluid passed through the first clutch on / off valve 107 Is supplied to the second clutch C2 through the second clutch on / off valve 108, the operation of the first clutch C1 is caused by the operation of the transmission control unit by the third solenoid valve 113. While the operation is stopped by being 'off', the operation of the first solenoid valve 111 is 'on', so that the first brake B1 is operated.

The operation of the first brake B1 is the operation of the first solenoid valve 111, as described in the gear shifting 2 speed, by the operation of the first solenoid valve 111 is 'on', Fluid flowing along the flow path 209 acts on the direction change valve 109 so that the fluid flowing along the flow path branched with the flow path passing through the manual valve 101 to the first clutch on / off valve 107 is directed Pass through the switch valve (109). The fluid passing through the directional valve 109 is guided to the safety valve 117 by the operation of the check valve 129, as can be seen in FIG. 12, the first brake (B1) through the safety valve 117. Is supplied.

The shift from the gear shift 3 speed to the gear shift 4 speed having the operating element as described above stops the operation of the first clutch C1 in the state where the second clutch C2 continues, and the first brake ( By operating B1), the gear shift 4 speed is obtained.

As described above, the operation of the first clutch C1 is stopped differently from the gear shifting 1st, 2nd and 3rd speeds described above. Therefore, power transmission from the input shaft 12 according to the operation of the first clutch C1 to the first hub assembly 15 through the clutch drum assembly 14 is stopped. By stopping the transmission of power to this first hub assembly 15, the sun gear 2S of the second planetary gear unit 2 is brought into a free state, that is, idle, and the operation of the second clutch C2 is performed. The power transmission to the planet carrier 1C of the first planetary gear unit 1 by is continued.

On the other hand, since the first brake B1 is operated at the gear shift 4 speed, the first brake B1 acts on the sun gear 1S of the first planetary gear unit 1, as shown in FIG. The sun gear 1S of the first planetary gear unit 1 is locked by the first brake B1. Therefore, the planetary pinion gear 1P of the first planetary gear unit 1 is rotated in the rotational direction of the planetary carrier 1C according to the rotation of the planetary carrier 1C, and the magnetic force of such a planetary pinion gear 1P is The ring gear 1R geared with the planetary pinion gear 1P is rotated in the rotational direction of the planetary carrier 1C, that is, the rotation direction of the planetary pinion gear 1P, and the ring of the first planetary gear unit 1 The rotational force of the gear 1R is transmitted to the planet carrier 2C of the second planetary gear unit 2 connected through the connecting member, so that the planet carrier 2C of the second planetary gear unit 2 is rotated.

Therefore, in this speed stage, shifting is performed by rotation of the planetary carrier 2C of the second planetary gear unit 2 by the rotational force of the ring gear 1R of the first planetary gear unit 1.

In the figure, the overrunning clutch valve 110 and the first and second brake pressure reducing valves 115 and 116 are actuated during coasting travel, thereby enabling coasting travel.

As described above, according to the transmission according to the present invention, not only the required shift can be accurately obtained with a simpler structure, but also an accurate lockup force can be obtained.

In the above, the preferred embodiment of the hydraulic control circuit of the automatic transmission according to the present invention has been illustrated and described, but the present invention is not limited to the above-described embodiment, and the present invention deviates from the gist of the present invention as claimed in the following claims. Without departing from the scope of the present invention, those of ordinary skill in the art can make various changes.

Claims (1)

A duty control solenoid valve for oil pressure control, the duty ratio of which is changed according to a shift condition input to the electronic control device, for adjusting the oil pressure Pe acting on the pilot valve; A line pressure regulating valve for regulating the line pressure by coordinating the compensating hydraulic pressure Pc by the hydraulic pressure Pe regulated by the hydraulic control duty solenoid valve; A manual valve which, when positioned in the R range, acts as a backup pressure of the line pressure regulating valve to raise the line pressure; A relief valve for adjusting the fluid passing through the line pressure regulating valve to a hydraulic pressure (P _{T / C} ); A lockup control valve for regulating the hydraulic pressure P _{T / C} supplied from the relief valve to the lockup pressure P _T to guide the lockup clutch; In lock-up operation, the oil pressure (P _{T / C} ) and the oil pressure (P ₁ ) to the torque converter are directly connected so that the oil pressure (P _{T / C} ) and the oil pressure (P ₁ ) are always adjusted to the same size, and the lock-up control valve that the supply to the lock-up clutch by the lock eopap (P _T) is by continuous operation of the duty solenoid valve, pressure control the same as the hydraulic pressure (P _1), so that the amount of target lock-up control to determine the relative lock up quantity oil pressure (P ₁ The hydraulic control circuit of the automatic transmission, characterized in that the lockup amount is adjusted by adjusting the force of the hydraulic pressure (P _T ) relative to).

Images