JPH056056B2 - - Google Patents

Description

[Detailed description of the invention]

[Industrial Field of Application] The present invention relates to a hydraulic control device for a vehicle transmission that is capable of selecting at least a high gear position and a low gear position. [Prior Art] In a vehicle automatic transmission installed in a vehicle, the transmission mechanism has multiple components such as a multi-disc clutch or a multi-disc brake for engaging its components with other components or the automatic transmission case. a frictional engagement device;
A hydraulic servo is a fluid pressure actuator for engaging and disengaging the frictional engagement device, and the hydraulic servo is selectively operated according to the set position of the manual lever, vehicle speed, engine load, etc. to achieve a predetermined speed change. and a hydraulic control device that configures the stages.
Among the multi-disc clutches and multi-disc brakes of this transmission mechanism, the multi-disc clutches and multi-disc brakes for achieving a large reduction ratio, for example, the hydraulic servo of the multi-disc clutches and multi-disc brakes that require particularly high transmission torque capacity. Effective is a combination of a cylinder and a piston that is slidably attached to the cylinder and has a large pressure receiving area for hydraulic oil. [Problems to be Solved by the Invention] This type of hydraulic servo for conventional automatic transmissions uses a multi-plate system that receives input torque with a small width through the volume of the oil chamber, which is the cylinder chamber, in order to increase the pressure-receiving area of the piston. It needs to be larger than the oil chamber volume of the hydraulic servo of the clutch and multi-disc brake. However, when the volume of the oil chamber increases, the time it takes for the oil chamber to fill with hydraulic oil after the hydraulic oil is supplied becomes longer, which delays the operation of the piston and delays the engagement of the multi-disc clutch and the multi-disc brake. Therefore, the shift timing becomes poor when shifting requires achieving a large reduction ratio or requiring a large transmission torque capacity. In order to solve this problem, it is conceivable to increase the diameter of the hydraulic oil supply passage to the oil chamber to increase the flow rate of hydraulic oil supplied to the oil chamber. (in the case where there is no pressure regulating element such as
Since the torque rapidly increases from m1 to m2, an engagement shock may occur due to a sudden change in the transmission torque capacity of the multi-disc clutch or multi-disc brake. Furthermore, in a vehicle automatic transmission equipped with the above-mentioned transmission mechanism, if there is no mechanical means such as a one-way clutch to obtain the shift timing between high and low gears, the hydraulic control device In a type in which a low-speed clutch that intervenes in a high-speed transmission system and a high-speed clutch that intervenes in a high-speed transmission system are switched and connected to a source of operating pressure fluid and a discharge passage as the shift valve is switched, the discharge passage connected to the low-speed clutch is always connected. A switching control device for an automatic transmission device, characterized in that the clutch is opened via a throttle, but when the internal pressure of the high-speed clutch increases more than expected, the clutch is opened directly without going through the throttle. ” (Special Publication No. 48-21369), a drain orifice is installed in the drainage path of the hydraulic servo next to the low speed stage, and a drain from the hydraulic servo that achieves the low speed stage is created by input oil pressure of the hydraulic servo that achieves the high speed stage. A shift timing valve is provided to adjust the oil speed, and the oil discharge speed from the hydraulic servo is adjusted to achieve a low gear by adjusting the diameter of the orifice and the land diameter of the shift timing valve. It is conceivable to adjust the timing of engagement and release, but it is difficult to obtain the optimal timing. In other words, when shifting from a low gear to a high gear, as shown in Figure 25, (pC3: Hydraulic pressure of the high gear hydraulic servo,
pB4: Hydraulic pressure of the low-speed gear hydraulic servo, tC3: Transmission torque capacity of the high-speed gear friction engagement device, tB
4: Transmission torque capacity of low speed gear friction engagement device),
The hydraulic pressure of the high-speed hydraulic servo is set to rise more gently than a relatively low pressure by an accumulator, etc., in order to avoid a shift shock caused by a sudden increase in the transmission torque capacity of the high-speed short friction engagement device. Fluctuations tend to occur in the hydraulic pressure of the high-speed hydraulic servo that acts on the timing valve, and as a result, variations tend to occur in the operation of the shift timing valve. If the operation of the shift timing valve is delayed, the frictional engagement in the low gear is released before the friction engagement device in the high gear starts engaging (Td) (the shift timing valve promotes exhaust pressure from the hydraulic servo in the low gear) ) starts, the friction engagement device of the high gear gear and the friction engagement device of the low gear gear are both engaged, the output shaft is fixed, the vehicle is braked suddenly, the shift feeling deteriorates, and if it is too early, Before the engagement of the high-speed frictional engagement device starts (Td), the release of the low-speed frictional engagement device (promotion of discharge from the low-speed hydraulic servo by the shift timing valve) begins, and the high-speed frictional engagement device, Since both the frictional engagement devices in the low speed gears are no longer engaged, the engine speed increases. The throttle opening is large and engine overrun occurs at high speeds. SUMMARY OF THE INVENTION An object of the present invention is to provide a hydraulic control device for a vehicle transmission that prevents gear shift shock and allows quick and smooth engagement of a frictional engagement device. [Means for Solving the Problems] The hydraulic control device for a vehicle transmission of the present invention includes a hydraulic pressure source, a pressure regulating valve that adjusts the hydraulic pressure from the hydraulic source, and at least a high speed gear and a low speed gear that can be selected. a high-speed gear friction engagement device that is engaged by a high-speed gear hydraulic servo that sets the gear shift mechanism to a high-speed gear when the output hydraulic pressure of the pressure regulating valve is supplied; and the pressure regulator. A hydraulic control device for a vehicle transmission, comprising: a low-speed gear friction engagement device that is engaged by a low-speed gear hydraulic servo to set the transmission mechanism to a low gear when the output hydraulic pressure of the valve is supplied; The high-speed gear hydraulic servo includes a first cylinder chamber to which the output hydraulic pressure of the pressure regulating valve is supplied when the transmission mechanism is set to the high-speed gear, and an oil passage having the first cylinder chamber and an orifice. and a second cylinder chamber that communicates with the lower speed stage hydraulic servo through the lower speed stage hydraulic servo, and the low speed stage side hydraulic servo oil drain path is provided with a second cylinder chamber that communicates with the low speed stage side hydraulic servo oil drain passage. The configuration includes a shift timing valve that promotes exhaust pressure from the servo. [Actions and Effects of the Invention] With the above configuration, the hydraulic control device for a vehicle transmission of the present invention has the following actions and effects. The pressure increase characteristics PA, PB of the hydraulic pressure of the first cylinder and the second cylinder and the changes in the transmission torque capacity T1 are as shown in Fig. 24. Since hydraulic oil is supplied, the torque capacity T1 of the friction engagement device can be gradually increased when the transmission mechanism shifts, resulting in an ideal characteristic curve, and the friction engagement device can be adjusted over a wide range of input torque. In correspondence with the torque capacity, it is possible to set a large range of increase in the hydraulic pressure that acts on the shift timing valve when shifting the transmission mechanism, so it is possible to reduce variations in the operation of the shift timing valve, and the effect on the transmitted torque capacity is small. Shift shock can be reduced. [Example] A hydraulic control device for a vehicle transmission according to the present invention will be described based on an example shown in the drawings. The hydraulic control device A for a vehicle transmission of the present invention is applied to a vehicle four-wheel drive transmission in this embodiment, and the vehicle four-wheel drive transmission is a first transmission as shown in FIG. 4-speed automatic transmission with overdrive 1
0, a four-wheel drive transfer 4 which is a second transmission connected to the output shaft 32 of the four-speed automatic transmission 10;
0. 4-wheel drive transmission case 7 that houses these
Consists of 0. The transmission case 70 includes a torque converter housing 71 forming a torque converter chamber 71a that houses a torque converter T, and an overdrive mechanism chamber 72 that houses an overdrive mechanism OD.
a, transmission case 72 forming an underdrive mechanism chamber 72b that houses the underdrive mechanism UD, and an electronically controlled vehicle speed sensor 77
an extension case 73 that forms an input arm chamber 73a that stores the transmission mechanism UD1, a transmission mechanism chamber 73b that stores the transmission mechanism UD1, and a front transmission mechanism case 7 that forms the switching mechanism chamber 74a that stores the clutch C4.
4, and a transmission mechanism chamber 75a that houses the transmission mechanism 53.
a rear transmission mechanism case 75 that forms a rear transmission mechanism case 75 together with a front transmission mechanism case 74; and an extension housing 76 that forms a rear chamber 76a that houses a speedometer drive gear 78 and also forms a rear cover of the four-wheel drive transmission case 70. It consists of. The four-wheel drive transfer 40 is a four-speed automatic transmission 10 attached to the engine E as shown in FIG.
The first output shaft 42 is connected to a rear wheel drive propeller shaft C, and the second output shaft 52 is connected to a front wheel drive propeller shaft B. The 4-speed automatic transmission 10 includes a hydraulic torque converter T, an overdrive mechanism OD, and a forward speed 3.
Equipped with an underdrive mechanism UD with one reverse stage. The torque converter T includes a pump 11 connected to the output shaft of the engine E, a turbine 13 connected to the output shaft 12 of the torque converter T, a stator 15 connected to a fixed part via a one-way clutch 14, and a direct coupling clutch. 16, and the output shaft 12 of the torque converter T serves as the input shaft of the overdrive mechanism OD. The overdrive mechanism OD includes a multi-disc clutch C0, a multi-disc brake B0, and a one-way clutch F0, which are friction engagement devices, and the selective engagement of these friction engagement devices causes the components to be attached to a fixed member such as the transmission case 72. It consists of a planetary gear set P0 that is fixed, connected to the input shaft, output shaft, or other components, or released from the fixation or connection. The planetary gear set P0 is connected to the input shaft 12.
The carrier 21 is connected to the ring gear 2, which is connected to the output shaft 25 of the overdrive mechanism OD.
2. It is rotatably fitted onto the input shaft 12 and fixed to the transmission case 72 via the brake B0, and connected to the carrier 21 via the clutch C0 and the one-way clutch F0 parallel to the clutch C0. It consists of a connected sun gear 23 and a planetary pinion 24 rotatably supported by the carrier 21 and meshed with the sun gear 23 and ring gear 22. The output shaft 25 of the overdrive mechanism OD also serves as the input shaft of the underdrive mechanism UD, which has three forward stages and one reverse stage. The underdrive mechanism UD includes multi-disc clutches C1 and C2 which are frictional engagement devices, a belt brake B1, multi-disc brakes B2 and B3, one-way clutches F1 and F2, a front planetary gear set P1, and a rear planetary gear. Set P2
It consists of. The front planetary gear set P1 is the clutch C.
1 and the output shaft 3 of the underdrive mechanism UD.
2, a carrier 33 connected to the input shaft 25 via a clutch C2, a belt brake B1, a brake B2 parallel to the belt brake B1, and a one-way clutch F1 connected in series with the brake B2. It consists of a sun gear 34 fixed to the transmission case 72 via a sun gear 34, and a planetary pinion 35 rotatably supported by the carrier 33 and meshed with the sun gear 34 and ring gear 31. The rear planetary gear set P2 is the brake B
3 and the transmission case 72 via a one-way clutch F2 parallel to the brake B3.
a carrier 36 fixed to the planetary gear set P1; a sun gear 37 integrally formed on the sun gear shaft 401 together with the sun gear 34 of the preceding planetary gear set P1;
It consists of a ring gear 38 connected to the output shaft 32, and a planetary pinion 39 rotatably supported by the carrier 36 and meshed with the sun gear 37 and the ring gear 38. The main hydraulic control device 100, which is provided at the bottom of the 4-speed automatic transmission 10 and housed in the oil pan 30, controls each clutch, which is a frictional engagement device, according to vehicle running conditions such as the throttle opening of the engine E and the vehicle speed. Then, the brakes are selectively engaged or released, resulting in four forward automatic gear shifts including overdrive (O/D) and one reverse gear shift using only manual gear shifting. The transfer 40 includes a clutch C3 which is a friction engagement device, a brake B4, a clutch C4 which is a two-wheel four-wheel switching mechanism, and a planetary gear set P.
1, the output shaft 32 of P2 is the input shaft, and the input shaft 3
2, a planetary gear set P3 disposed between the input shaft 32 and the first output shaft 42, and a planetary gear set P3 rotatably connected to the first output shaft 42. A four-wheel drive sleeve 51 fitted externally, a second output shaft 52 arranged parallel to the input shaft 32 and attached in the opposite direction to the first output shaft 42, and the sleeve 51 and the second output shaft 52. It has a transmission mechanism 53 composed of and other components. The planetary gear set P3 includes a sun gear 44 spline-fitted to the end of the input shaft 32, a planetary pinion 45 that meshes with the sun gear 44, and a ring gear 4 that meshes with the planetary pinion 45.
6, and a carrier 47 that rotatably holds the planetary pinion 45 and is connected to the tip of the first output shaft 42 of the transfer shaft 40. The brake B4 is a multi-plate friction brake for engaging the ring gear 46 with the extension case 73, and is operated by a hydraulic servo B-4 which is the hydraulic control device A of the vehicle transmission of the present invention. Clutch C3 is arranged on the 4-speed automatic transmission 10 side of planetary gear set P3, and is connected to sun gear 44.
and the carrier 47, and is operated by the hydraulic servo C-3, which is the hydraulic control device A of the vehicle transmission of the present invention. These planetary gear set P3, brake B4, clutch C3
The transmission mechanism UD1 is constructed from the following. The hydraulic servo B-4 is formed on the intermediate support wall 49 as shown in FIG. 3, and includes an annular outer circumferential cylinder portion 2A and an annular inner circumferential cylinder portion 2B coaxially provided on the inner side of the annular outer circumferential cylinder portion 2A. and a center support 63 whose inner periphery is the first output shaft 42
an annular cylinder 2 and an annular outer piston portion 3 that is slidable within the annular outer cylinder portion 2A.
A, an annular cylinder having an annular inner piston part 3B that is slidable within the annular inner cylinder part 2B, and an intermediate cylinder part 3C provided at a connecting part between the annular outer piston part 3A and the annular inner piston part 3B. piston 3
and return biasing means 4 for the annular piston 3;
Annular outer circumference cylinder part 2A and annular outer circumference piston part 3
A peripheral oil chamber 5A, which is a peripheral cylinder chamber surrounded by A.
It also includes an inner circumferential oil chamber 5B, which is an inner circumferential cylinder chamber surrounded by an annular inner circumferential cylinder portion 2B and an annular inner circumferential piston portion 3B. The annular cylinder 2 is arranged between the brake B4 and the clutch C4 as shown in FIGS. 3 to 6, and the bush 64A is press-fitted between the first output shaft 42 and the first output shaft 42 to freely rotate. a center support 63 which is supported by the center support 63 and has ring grooves 631, 632 and an oil passage 633 for supplying hydraulic oil to the hydraulic servo C-4 of the clutch C4 on the outer periphery; , an oil passage 651 that forms a cylindrical boss portion 65 and supplies hydraulic oil to the hydraulic servo C-4 of the clutch C4, and a hydraulic servo B- of the brake B4.
4, an annular plate 2d having an oil passage 652 for supplying hydraulic oil to the extension case 73;
A fitting part 6 which is fitted and fixed with 3A and has a cylindrical shape.
It has 6. Further, as shown in FIGS. 4 to 6, the annular outer circumferential cylinder portion 2A of the annular cylinder 2 has an outer circumferential cylinder portion 2A.
a, an outer circumferential portion 212 of an annular plate 2d forming an air suction hole 2c with a check ball 2b (FIG. 3) having a stopper with an orifice 211; The annular inner cylinder part 2B is composed of an intermediate cylinder part 2e, an inner peripheral part 3D (FIG. 10) of the intermediate cylinder part 3C of the annular piston 3, an inner peripheral part 213 of the intermediate cylinder part 2e, an inner peripheral part 213 of the annular plate 2d, It consists of a circumferential cylinder portion 2f. As shown in FIGS. 7 to 10, the annular outer piston portion 3A of the annular piston 3 has an outer periphery 3a that is in sliding contact with the inner circumferential surface of the outer cylindrical portion 2a of the annular cylinder 2. Intermediate cylinder part 2c
The intermediate cylindrical portion 3C and the radial portion 3 are in sliding contact with the outer peripheral surface of the
b, and the annular inner circumferential piston portion 3B has an inner circumference 3c that slides on the outer circumferential surface of the inner circumferential cylinder portion 2f of the annular cylinder 2. It is connected. The return biasing means 4 is located at the tip end 3e of the outer periphery 3a of the annular piston 3, as shown in FIGS. 3 to 6.
an annular plate-shaped spring retainer 4A,
It consists of a return spring 4B interposed between the spring retainer 4A and the inner peripheral wall 73A of the extension case 73. Further, the annular plate 2d of the annular cylinder 2 is provided with an internal and external oil chamber connecting oil passage 5 that connects the outer oil chamber 5A and the inner oil chamber 5B when the brake B4 is released, and quickly discharges the oil pressure in the outer oil chamber 5A. The inner and outer oil chamber communication oil passage 5 has an axial hole 5 with an opening 511 that opens into the inner oil chamber 5B at an intermediate position of the annular inner cylinder portion 2B.
a, a brake B4 provided in the axial hole 5a;
A plug 5b with a check ball 5f that closes when hydraulic oil is supplied when engaged, a hole 5c with a smaller diameter than the axial hole 5a, and a diagonal hole with an opening 512 that communicates with the outer oil chamber 5A from the hole 5c. Consists of 5d. The supply of hydraulic oil to the outer oil chamber 5A and the inner oil chamber 5B is as follows:
An oil hole 5g is connected to the oil passage 652 that supplies hydraulic oil, and an orifice 5 whose diameter is smaller than that of the oil hole 5g.
First, the inner oil chamber 5B is filled with hydraulic oil, and then the inner and outer oil chamber communication oil passages 5 are used. As shown in FIG. 3, the hydraulic servo C-3 has an input shaft 32 formed on a front support wall 62 whose inner periphery is screwed onto an extension case 73 with bolts 61.
An annular outer cylinder part 6A and an annular inner cylinder part provided coaxially on the inner side of the annular outer cylinder part 6A, which are rotatably supported by a center support 63 via a bush 64B and a thrust bearing 65A. 6B, an annular outer circumferential piston part 7A that is slidable within the annular outer circumferential cylinder part 6A, an annular inner circumferential piston part 7B that is slidable within the annular inner circumferential cylinder part 6B, and An annular piston 7 having an intermediate cylindrical portion 7C provided at a connecting portion between an outer circumferential piston portion 7A and an annular inner circumferential piston portion 7B, a return biasing means 8 for the annular piston 7, an annular outer circumferential cylinder portion 6A, and an annular outer circumferential piston. It consists of an outer circumferential oil chamber 9A which is an outer circumferential cylinder chamber surrounded by a portion 7A, an annular inner circumferential cylinder portion 6B, and an inner circumferential oil chamber 9B which is an outer circumferential cylinder chamber surrounded by an annular inner circumferential piston portion 7B. The annular cylinder 6 is connected to a carrier cover 471 of a carrier 47 and a clutch C as shown in FIG.
A parking gear 59 is provided around the connecting member 6c fixed to the outer circumferential cylinder portion 6a forming an inner spline 613 that fits with the inner spline 613, and the shift lever of the 4-speed automatic transmission 10 is set to the parking position. At this time, the pawl 59a (FIG. 1) meshes with the parking gear 59 and fixes the first output shaft 42. As shown in FIG. 11, the annular outer circumferential cylinder portion 6A of the annular cylinder 6 includes an outer circumferential tube portion 6a, an annular plate 6b extending by bending one end of the outer circumferential tube portion 6a inward, and an annular plate 6b. and an adapter cylinder 10A press-fitted into a predetermined position of the inner circumferential cylinder portion 6d, and the annular inner circumferential cylinder portion 6B includes an annular piston 7.
An oil passage 611 and a ring groove 612 for supplying hydraulic oil to the inner peripheral surface 7D of the intermediate cylinder portion 7C, the adapter cylinder 10A, the annular plate 6b, and the inner peripheral oil chamber 9B of the hydraulic servo C-3 of the clutch C3 are formed. It consists of an inner circumferential cylindrical portion 6d. As shown in FIGS. 12 to 16, the annular outer circumferential piston portion 7A of the annular piston 7 slides on the inner circumferential surface of the outer circumferential cylinder portion 6a of the annular cylinder 6, and also includes an O-ring groove 711 and a hole 71 that opens rightward in the figure.
2, the outer periphery 7a is connected by a radial portion 7b to an intermediate cylindrical portion 7C that is in sliding contact with the outer periphery of the adapter cylinder 10A of the annular cylinder 6, and the annular inner periphery piston portion 7B is connected to the outer periphery 7a of the annular cylinder 6.
The inner periphery 7c is in sliding contact with the outer periphery of the inner cylindrical portion 6d and has an O-ring groove 713 formed therein.
are connected by a radial portion 7e having an intermediate cylindrical portion 7C and a protruding portion 7d, and a stopper 7 with an orifice.
14 and a check valve 716 consisting of a check ball 715 is formed as an oil passage 717. As shown in FIG. 3, the return biasing means 8 includes an annular plate-shaped spring retainer 8A that is engaged with the tip 614 of the inner circumferential cylindrical portion 6d of the annular cylinder 6, and a radial direction between the spring retainer 8A and the annular piston 7. A return spring 8B is interposed between the protruding portion 7d of the portion 7e and the surface. Further, as shown in FIG. 11 and FIGS. 17 to 20, the adapter cylinder 10A is provided with an oil passage 9 connecting the outer oil chamber 9A and the inner oil chamber 9B. One side of the oil passage 9 is
An inner oil chamber 9 is located in the middle position of the adapter cylinder 10A.
An axial hole 9a with an opening 911 opened in B, a check ball 9b provided in the axial hole 9a,
A radial orifice 9c with a smaller diameter than the axial hole 9a, and an outer oil chamber 9 from the orifice 9c.
A radial hole 9d with an opening 912 communicating with A, the other being an axial hole 9f, and a radial orifice 9g having a smaller diameter than the axial hole 9f.
Consisting of Hydraulic oil is supplied to the outer oil chamber 9A through the inner and outer oil chamber communication oil passages 9 after the inner oil chamber 9B is first filled with hydraulic oil. Additionally, an O-ring groove 913 is provided on the outer circumference 9e of the adapter cylinder 10A.
is formed. Clutch C4 is a multi-plate friction clutch for connecting and connecting the first output shaft 42 connected to carrier 47 and sleeve 51 connected to one sprocket 56 of transmission mechanism 53 for driving second output shaft 52 of transfer 40. An annular cylinder 58 which is a clutch and is rotatably supported by the front transmission mechanism case 74.
and an annular piston 58P mounted within the annular cylinder 58. The transmission mechanism 53 includes a first sprocket 5, which is a first rotating member spline-fitted to the sleeve 51.
6. Consists of a second sprocket 55 which is a second rotating member integrally formed with the second output shaft 52 and a chain 57 which is a transmission member stretched between these sprockets 55 and 56. During normal driving, the line pressure supplied to the hydraulic control device of the automatic transmission is supplied to hydraulic servo C-3 to engage clutch C3, and hydraulic servos B-4 and C-4 are exhausted to engage brake B4 and clutch. Release C4. As a result, the sun gear 44 and carrier 47 of the planetary gear set P3 are connected, and power is transmitted from the input shaft 32 to the first output shaft 42.
The transmission is transmitted at a reduction ratio of 1 to achieve two-wheel drive driving with only the rear wheels. At this time, the power from the input shaft 32 is transmitted from the carrier 47 to the first output shaft 42 via the clutch C3 without passing through the sun gear 44, planetary pinion 45, or ring gear 46, so that a load is applied to the tooth surface of each gear. This increases the life of the gear. When four-wheel drive driving becomes necessary during this two-wheel drive driving, the shift lever of the transfer 40, which is a speed selection means installed in the driver's seat, etc., is manually shifted, and the hydraulic servo C-4 of the transfer control device 400 is activated. When line pressure is gradually supplied to the clutch C4 to smoothly engage the clutch C4, the first output shaft 42 and the sleeve 51 are connected, and the transmission mechanism 53, the second output shaft 52, and the front wheel drive propeller shaft B (second (Illustrated in figure)
The power is also transmitted to the front wheels via the input shaft 32 to the first output shaft 42 and the second output shaft 52 at a reduction ratio of 1, and a four-wheel drive direct-coupled running state (high-speed four-wheel drive state) is obtained. . During this 4-wheel drive driving, when the shift lever is manually shifted when an increase in output torque is required, such as on a steep slope, the hydraulic pressure to the hydraulic servo activates the switching valve between high-speed 4-wheel drive mode and low-speed 4-wheel drive mode. While gradually supplying line pressure to hydraulic servo B-4, the hydraulic pressure of hydraulic servo C-3 is discharged at an appropriate timing, and brake B4 is activated.
are gradually engaged and the clutch C3 is smoothly released. As a result, sun gear 44 and carrier 47 are released, and ring gear 46 is released.
is fixed, and the power is transmitted from the input shaft 32 to the sun gear 4.
4, the first output shaft 42 and the second output shaft 5 are changed in speed via a planetary pinion 45 and a carrier 47.
2, and a four-wheel drive variable speed driving state (low-speed four-wheel drive state) with large torque is obtained. The shift levers (not shown) of the main transmission provided at the driver's seat for driving the manual valve 210 of the main hydraulic control device 100, which will be described later, are P (parking), R (reverse), N (neutral), and D. It has a main shift position MSP for each range (drive), S (second), and L (low), and the setting range of this main shift position MSP and the gear stage 4th speed (4) and 3rd speed (3 ), 2nd gear (2), 1st gear (1)
Table 1 shows the operational relationship between the clutch and brake.

[Table] Main hydraulic control device 100 of 4-speed automatic transmission 10
As shown in FIG. 21, the oil strainer 10
1. Hydraulic pump 102 which is a line oil pressure generation source;
Cooler bypass valve 115, pressure relief valve 116, release clutch control valve 11
7, release brake control valve 118, lockup relay valve 120, pressure regulation valve (regulator valve) 130, second pressure regulation valve 150, cutback valve 160, lockup control valve 170,
First accumulator control valve 180, second accumulator control valve 190, throttle valve 20
0, manual valve 210, 1-2 shift valve 22
0, 2-3 shift valve 230, 3-4 shift valve 24
0, Intermediate eight coast modulator valve 24 that adjusts the hydraulic pressure supplied to the brake B1
5. Low coast modulator valve 250 that adjusts the hydraulic pressure supplied to hydraulic servo B-3, clutch C0
Accumulator 26 that smoothly engages the
0, an accumulator 270 that smoothly engages the brake B0, an accumulator 280 that smoothly engages the clutch C2, an accumulator 290 that smoothly engages the brake B2, a clutch C0, C1, C2 hydraulic servo C-0, C-1, C-2 and brake B0,
B1, B2, B3 hydraulic servo B-0, B-1,
Flow rate control valves 301, 303, 30 with check valves that control the flow rate of pressure oil supplied to B-2 and B-3
4,305,306,307,308,309,
Shuttle valve 302, first solenoid valve S1 that is opened and closed by the output of an electronic control device (computer) and controls 2-3 shift valve 230, controls both 1-2 shift valve 220 and 3-4 shift valve 240. It consists of a second solenoid valve S2, a third solenoid valve S3 that controls both the lock-up relay valve 120 and the lock-up control valve 170, and an oil passage that communicates between each valve and the hydraulic cylinders of the clutch and brake, ST1 , ST2, ST3,
ST4 indicates an oil strainer provided between each oil passage, L1 and L2 indicate a lubricating oil passage, and O/C indicates an oil cooler. Hydraulic oil pumped up from a hydraulic source by a hydraulic pump 102 via an oil strainer 101 is adjusted to a predetermined oil pressure (line pressure) by a pressure regulating valve 130, and is then transferred to a line oil pressure output oil path (hereinafter abbreviated as oil path) 1.
supplied to The pressure regulating valve 130 is controlled by the pressure (throttle pressure) corresponding to the engine torque request signal generated by the throttle valve 200, and outputs the pressure (line pressure) corresponding to the torque request signal. The shift lever (not shown) of the transfer manual valve 410 provided in the driver's seat for driving the transfer manual valve 410 is H2 (directly connected to two-wheel drive),
It has a sub-shift position SSP for each range of H4 (4-wheel drive direct connection) and L4 (4-wheel drive deceleration), and the setting range of this sub-shift position SSP and brake B
4. Table 2 shows the operational relationship between the engagement and release of clutches C3 and C4 and the running state of the vehicle.

[Table] In Tables 1 and 2, ○ in S1, S2, and S4 indicates energization, × in S1, S2, S3, and S4 indicates non-energization, and ◎ indicates that S3 is in a lock-up state when energized. Once S4 is de-energized, α maintains the directly connected running state even if S4 is energized. Once S4 is energized, β maintains the decelerated running state even if S4 is de-energized. E indicates that the corresponding clutch or brake is engaged, and X indicates that the corresponding clutch or rake is disengaged. (L)
The corresponding one-way clutch is engaged in the engine drive state, but this engagement is not necessarily required since power transmission is guaranteed by the clutch or brake built in parallel. (lock). L indicates that the corresponding one-way clutch is engaged only in engine drive conditions and not in engine brake conditions. f indicates that the corresponding one-way clutch is free. The transfer control device 400, which is an auxiliary hydraulic control device provided at the lower part of the four-wheel drive transfer 40 and housed in the oil pan 79, transfers the line hydraulic pressure to the transfer control device 400 to the oil of the main hydraulic control device 100. The oil is supplied from the passage a1 through the manual valve 210, and as shown in FIG.
A transfer manual valve 410, a relay valve 420, which supplies the line pressure oil supplied by the line pressure oil to oil passages a7 and oil passages a8 by a shift lever provided at the driver's seat, and is a gear selection means.
Inhibitor valve 44 that switches engagement between C3 and B4
0. Acquisition letter 490 for smoothing the engagement of the brake B4, orifice control valve 495 communicating with the oil passage a1 via the oil passage 1A and smoothing the engagement for the brake B4, and hydraulic servo B- for the brake B4. 4, and the timing (timing) of exhaust pressure of hydraulic servo B-4 at the time of L4→H4 or L4→H2 shift and the timing of hydraulic pressure supply of hydraulic servo C-3 of clutch C3. a shift timing mechanism 450 that relates
Oil supply path a to hydraulic servo C-3 of clutch C3
Shock relaxation mechanism 500 provided to alleviate the rise of line oil pressure in 6A, hydraulic servos B-4 and C-4 of brake B4 and clutch C4, flow rate with check valve to control the flow rate of line pressure oil supplied. Control valves 511, 512, oil strainer ST
5, ST6, fourth solenoid valve S4 that is opened and closed by the output of the electronic control device 600, 4-speed automatic transmission 1
It consists of an oil return oil path O/R to 0, and an oil path that communicates between each valve and the hydraulic cylinders of the clutch and brake. The shift timing mechanism 450 is
Drain orifice 4 provided in oil drain path a9
51 and a shift timing valve 470. The shift timing valve 470 has a spring 4 located downward in the figure.
When the transfer 40 is changed to the H4 or H4 running state, line pressure acts on the upper end oil chamber 473 through the oil passage a6A, and the spool 472 resists the spring 471. The drain port 474 is set at the lower side in the figure, and the drain port a9 communicates with the drain port 474 in the intermediate oil chamber 475, thereby promoting the drain pressure of the hydraulic servo B-4. When the manual valve 410 of the transfer shaft 40 is at L4, the line pressure is exhausted from the upper end oil chamber 473, and the spool 472 is set upward in the drawing by the spring 471. The shock relief mechanism 500 includes a third accumulator control valve 460 and an accumulator 480 that smoothly engages the clutch C3. The third accumulator control valve 460 has a spool 462 with a spring 461 mounted on its back in the upper part of the drawing. It is displaced in response to the load and the feedback of the output oil pressure applied to the lower end oil chamber 464 via the oil passage a6B, the intermediate oil chamber 463, and the oil passage a6D orifice 513, and adjusts the line pressure supplied from the oil passage a6B. , oil passage a6D as output oil pressure
is output to port 4 of the accumulator 480.
81 to the accumulator chamber 482 to perform pressure accumulation control of the accumulator 480, and the output hydraulic pressure from the accumulator chamber 482 is fed back to the upper end land 465 via the oil path a6E. This third accumulator control valve 460 connects the oil path a to the accumulator 480.
The diameter of the 6A orifice 452 is adjusted by hydraulic servo C-3.
Since the accumulator 480 can be provided separately from the orifice 459, the operating time of the accumulator 480 can be set relatively freely. When the accumulator 490 is changed from the H2 or H4 running state to the L4 running state, the oil passage a6C
By applying the hydraulic pressure supplied to brake B-4 to the accumulator chamber 493, brake B4
The engagement is performed smoothly, and the line pressure supplied from the oil passage a6 is supplied to the back pressure chamber from the back pressure port 492 to control the back pressure of the accumulator 490, so that the throttle opening is Accordingly, rising control of the engagement oil pressure of B4 is performed. When shifting from low gear L4 to high gear, as shown in the graph of Fig. 25 (PC3: hydraulic servo oil pressure of clutch C3, P9A: oil pressure of hydraulic servo of clutch C3 (outer oil chamber), P9B: clutch C3
Hydraulic servo oil pressure (inner oil chamber), PB4: Brake B4 hydraulic servo oil pressure, TC3: Clutch C
Transmission torque capacity of hydraulic servo 3, TB4: Transmission torque capacity of hydraulic servo of brake B4), when the hydraulic pressure (PB4) of hydraulic servo B-4 of brake B4 is equal to the line pressure, that is, in the low gear L4 state , the driver presses the shift lever of transfer 40.
Operate from L4 to H4 (to point), oil path a6 and oil path a7
The spool 42 of the relay valve 420 communicates with the spool 42 of the relay valve 420.
1 and the plunger 422, the fourth solenoid valve S4 is in a de-energized state and solenoid pressure enters the lower end oil chamber 423 in the shift permission region. The line is pressurized into the lower end oil chamber 441 of the inhibitor valve 440, the plunger 442, and the spool 443.
is set upward in the figure (point ta). At this time, the oil passage a6C and the exhaust pressure oil passage a are connected via the inhibitor valve 440.
9 is in communication with the hydraulic servo B-4 through the drain orifice 451, and the oil pressure of the hydraulic servo B-4 is gradually discharged. Line pressure is supplied to the oil chamber 463, and the output oil pressure of the third accumulator control valve 460 is applied to the accumulator 480.
The accumulator 480 starts operating (point tb). At this time, the oil pressure (25th
, P9B) is supplied to the upper end oil chamber 473 of the shift timing valve 470.
Due to the increase in the oil pressure acting on the inner peripheral oil chamber 9B of No. 3, the spool 472 is set upward in the figure, and the oil drain path a
9 and the drain port 47 via the intermediate oil chamber 475.
4 is brought into communication to promote exhaust pressure and release brake B4 (point tc). Inner oil chamber 9 of hydraulic servo C-3
Since the pressure-receiving area of the annular inner circumferential piston portion 7B of the annular piston 7 is small, the rise in the hydraulic pressure acting on B has only a slight effect on the transmission torque capacity of the clutch C3. It can be set large enough so that it is not affected. Between (point ta) and (point td), the hydraulic pressure of brake B4 and accumulator 490 is drained through drain orifice 451, so high pressure is maintained for a long time by reaction force elements (spring, back pressure) of accumulator. It is possible to maintain sufficient torque capacity and suppress fluctuations in transmitted torque capacity. After finding the transmission torque capacity (TB4) at (tc point), (td point)
rises to. As described above, since the timing of the release of the brake B4 and the engagement of the clutch C3 (point td) are matched, and the variation in the transmitted torque capacity is small, the shift feeling is improved. At (point te), the operation of the accumulator 480 is completed, and the hydraulic pressure (PC3) of the hydraulic servo C-3 becomes the same pressure as the line pressure. Table 3 shows the communication state between oil passage 1 and oil passages a2 to a6 at the shift position of the shift lever of the main transmission. The manual valve 210 is connected to a shift lever provided on the driver's seat, and is manually operated to switch between P (parking) and R according to the range of the shift lever.
(Reverse), N (Neutral), D (Drive),
Move to the S (second) and L (low) positions.
Table 3 shows the communication state between oil passage a1 and oil passages a2 to a6 in the shift range of each shift lever. ○
indicates the case where line pressure is supplied through communication, and x indicates the case where the line pressure is exhausted.

[Table] Table 4 shows the oil path a6 at the shift position of the sub-transmission.
This shows the state of communication between and oil passages a7 and a8.

[Table] In Tables 3 and 4, ◯ indicates the case where line pressure is supplied through communication, and × indicates the case where the line pressure is exhausted. The electronic control device 600, which controls the energization of the solenoid valves S1 to S4 of the hydraulic control device 100 and the transfer control device 400, detects the main transmission shift lever position as shown in FIG. A sensor 610, a transfer shift lever position sensor 620 that detects the position of the setting range of the sub-transmission, a vehicle speed sensor 630 that converts a signal detected from the output shaft rotational speed of the sub-transmission into vehicle speed, and a throttle opening sensor that detects the amount of accelerator. 4, which is the input shaft of the degree sensor 640 and the transfer 40.
a rotation speed detection sensor 650 of rotation speed detection means for detecting the rotation speed of the output shaft 32 of the automatic transmission;
I/O port 660, which is an input port from these and an output port to solenoid valves S1 to S4, a central processing unit CPU, a random access memory RAM that performs shift point processing, and a shift pattern at shift points, lock-up points, etc. It consists of a read-only memory ROM that stores data.

[Brief explanation of the drawing]

Figure 1 is a cross-sectional view of a four-wheel drive transmission for a vehicle;
The figure is a schematic diagram of a four-wheel drive vehicle, FIG. 3 is an enlarged sectional view of the main parts of a four-wheel drive transmission for a vehicle to which the hydraulic control device for a vehicle transmission of the present invention is applied, and FIG. 4 is a vehicle of the present invention. 4 for vehicles to which a hydraulic control system for transmissions is applied.
FIG. 5 is a front view of the input side of the annular cylinder of the hydraulic servo B-4 of the wheel drive transmission, and FIG. FIG. 6 is a side view of the annular cylinder of the present invention, and FIG.
FIG. 7 is a front view on the output side of the annular cylinder of the present invention, and FIG. Figure 8 is a side sectional view of the annular piston of the hydraulic servo B-4 of a four-wheel drive transmission for a vehicle to which the hydraulic control device for a vehicle transmission of the present invention is applied, and Figure 9 is a side sectional view of the annular piston of the hydraulic servo B-4 of the vehicle transmission hydraulic control device of the present invention. A front view of the output side of the annular piston of the hydraulic servo B-4 of the vehicle four-wheel drive transmission to which a fluid pressure actuator is applied;
FIG. 10 shows the hydraulic servo B of a four-wheel drive transmission for a vehicle to which the hydraulic control device for a vehicle transmission of the present invention is applied.
Fig. 11 is an enlarged side sectional view of the annular piston of the hydraulic servo C-3 of the vehicle four-wheel drive transmission to which the vehicle transmission hydraulic control device of the present invention is applied; FIG. 12 is a front view of the input side of the annular piston of the hydraulic servo C-3 of a four-wheel drive transmission for a vehicle to which the hydraulic control device for a vehicle transmission of the present invention is applied, and FIG. 13 is a front view of the input side of the annular piston of the vehicle transmission of the present invention. Fig. 14 is a side sectional view of an annular piston of a hydraulic servo C-3 of a four-wheel drive transmission for a vehicle to which the hydraulic control device for a vehicle transmission of the present invention is applied. Output side front view of the annular piston of the hydraulic servo C-3 of the wheel drive transmission, No. 15
The figure is an enlarged side sectional view of the upper part of the annular piston of the hydraulic servo C-3 of a four-wheel drive transmission for a vehicle to which the hydraulic control device for a vehicle transmission of the present invention is applied, and FIG. FIG. 17 is an enlarged side sectional view of the lower part of the annular piston of the hydraulic servo C-3 of a four-wheel drive transmission for a vehicle to which the hydraulic control device for a vehicle according to the present invention is applied. FIG. 18 is an enlarged side sectional view of the upper part of the adapter cylinder of the hydraulic servo C-3 of the four-wheel drive transmission, and FIG. -3 is a side cross-sectional view of the adapter cylinder of No. 3, and FIG. 19 is an output side front view of the adapter cylinder of hydraulic servo C-3 of a four-wheel drive transmission for a vehicle to which the hydraulic control device for a vehicle transmission of the present invention is applied. FIG. 20 is an enlarged side sectional view of the lower part of the adapter cylinder of the hydraulic servo C-3 of a vehicle four-wheel drive transmission to which the vehicle transmission hydraulic control system of the present invention is applied, and FIG. 21 is a vehicle A hydraulic circuit diagram of the main hydraulic control device of a four-wheel drive transmission for a vehicle to which the hydraulic control device for a transmission is applied, and FIG. 22 is a four-wheel drive transmission for a vehicle to which the hydraulic control device for a vehicle transmission of the present invention is applied. The hydraulic circuit diagram of the auxiliary hydraulic control device of the machine, Fig. 23 is the block diagram of the electronic control device, Fig. 2
Fig. 4 is a graph showing changes in oil pressure and changes in transmission torque capacity, and Fig. 25 is a graph showing servo pressure characteristics and output shaft torque characteristics at the time of L→H shift applied to the hydraulic control device of the automatic transmission of the present invention. be. In the figure, 1... Hydraulic control device for vehicle transmission, 1
0... 4-speed automatic transmission (first transmission), 40...
4-wheel drive transfer (second transmission), 51...
...Four-wheel drive sleeve, 52...Second output shaft, 53
...Transmission mechanism, 55...Second sprocket, 56
...1st sprocket, 57...Chain, 70
...Transmission case for four-wheel drive, B4... Brake (frictional engagement device), C3... Clutch (frictional engagement device), C4... Clutch (frictional engagement device), B-4
...Hydraulic servo (fluid pressure actuator), C-
3...Hydraulic servo (fluid pressure actuator), C
-4...Hydraulic servo (fluid pressure actuator).

Claims (1)

[Scope of Claims] 1 A hydraulic source, a pressure regulating valve that adjusts the hydraulic pressure from the hydraulic source, a transmission mechanism capable of selecting at least a high speed gear and a low gear gear, and an output hydraulic pressure of the pressure regulating valve is supplied. When the high-speed gear friction engagement device is engaged by the high-speed gear hydraulic servo to set the transmission mechanism to the high-speed gear, and when the output hydraulic pressure of the pressure regulating valve is supplied, the transmission mechanism is set to the low-speed gear. In the hydraulic control device for a vehicle transmission, the hydraulic control device for a vehicle transmission includes a low gear friction engagement device engaged by a low gear gear hydraulic servo set to A first cylinder chamber that is supplied with the output hydraulic pressure of the pressure regulating valve when the pressure adjustment valve is set, and a second cylinder chamber that communicates with the first cylinder chamber via an oil passage having an orifice, and the low speed stage is The hydraulic servo oil drain passage is provided with a shift timing valve that promotes exhaust pressure of the low gear hydraulic servo as the oil pressure in the first cylinder chamber of the high gear hydraulic servo increases. Hydraulic control device for vehicle transmission. 2. The shift timing valve is movable between a first position where the oil drain path of the low gear side hydraulic servo communicates with the drain port and a second position where the communication between the oil drain path and the drain port is cut off. The vehicle according to claim 1, wherein the spool valve includes a spool, and the spool is biased to a first position by hydraulic pressure supplied from a first cylinder chamber of the high-speed stage hydraulic servo. Hydraulic control device for transmissions. 3. The low speed gear hydraulic servo operates the low speed gear friction engagement device and operates the annular outer cylinder portion and the annular inner cylinder portion coaxially provided on the inner side of the annular outer cylinder portion. an annular piston having an annular outer periphery piston part slidably disposed in the annular outer periphery cylinder part and an annular inner periphery piston part slidably arranged in the annular inner periphery cylinder part; Claim 1, further comprising an outer cylinder chamber surrounded by an annular outer cylinder part and an annular outer piston part, and an inner cylinder chamber surrounded by an annular inner cylinder part and an annular inner piston part. Hydraulic control device for vehicle transmission.