JPS58221060A - Hydraulic controller for automatic speed change gear - Google Patents

Abstract

PURPOSE:To increase the lubricant flow utilizing the oil cooler drain, by providing a conduction oil path for utilizing the drain of relief valve provided in the oil cooler oil path for lubrication. CONSTITUTION:A conduction oil path 65 will conduct between the drain port of a cooler bypath valve 62 and a lubrication oil path 6E through a check valve 64 where the excessive oil in the cooler circuit 6C discharged from the drain port is fed through the check valve 64 to the lubrication oil path 6E to be used for lubrication. A bypath relief valve 63 is placed between the cooler bypath valve 62 in the conduction oil path 65 and the check valve 64 and upon increase of the lubrication pressure when the lubrication oil temperature is low, the conduction oil path 65 pressure and the cooler circuit 6c will increase as the increase of the lubricant pressure to prevent the oil cooler from damage due to increase of cooler pressure, thus to leak the excessive oil upon increase of the conduction oil path 65 above setting.

Description

[Detailed description of the invention] The present invention relates to a hydraulic control device for a vehicle automatic transmission.

A hydraulic control device for an automatic transmission is usually equipped with an oil cooler for cooling hydraulic oil.

Since the oil pressure supplied to the oil cooler varies greatly depending on the vehicle running condition, a relief valve is provided in the oil cooler supply oil passage to protect the radiator of the oil cooler.

Furthermore, it is desirable that as much excess pressure oil as possible out of the working pressure oil supplied from the oil pump of the automatic transmission be supplied for lubrication.

In order to satisfy the above-mentioned demands, the present invention provides a hydraulic control system equipped with an oil cooler for an automatic transmission for a vehicle consisting of a torque converter, gears 1 to lane, a hydraulic control system, etc. A connecting oil passage is provided to use the drain of the relief valve for lubrication, and a check valve is provided in the connecting oil passage to prevent backflow from the lubricating oil passage to the oil cooler oil passage. Furthermore, by providing a second relief valve between the first relief valve in the oil cooler supply oil path and the check valve for backflow prevention, the lubrication oil pressure increases when the lubricant oil is low temperature. An object of the present invention is to provide a hydraulic control device for an automatic transmission that can prevent oil cooler pressure from increasing.

The hydraulic control device for an automatic transmission of the present invention is a hydraulic control device equipped with an oil cooler for an automatic transmission for a vehicle, which includes a torque converter, a gear train, a hydraulic control device, etc. A connecting oil passage is provided that utilizes the drain of the bypass valve for lubrication, and the connecting oil passage is provided with a check valve that prevents backflow from the lubricating oil passage to the oil cooler oil passage.

Next, the present invention will be explained based on embodiments shown in the drawings.

FIG. 1 shows a front engine, front drive type automatic transmission for an automobile. This automatic transmission has fluid coupling 1
00, a first underdrive transmission @ 210 that is coaxially connected to the output J axis 101 of the fluid coupling 100 and performs three forward speeds and one reverse speed change, and the first underdrive transmission 210. A gear train 200 consisting of a second underdrive transmission 230 connected in parallel to perform two forward gear shifts, and a differential gear 270 connected to the output shaft of the second underdrive transmission 250; It consists of

The fluid coupling 100 is a torque converter consisting of a pump impeller 102 connected to the output shaft of the engine, a turbine runner 103 connected to the output shaft 101, and a stator 105 fixed to the automatic transmission case via a one-way clutch 104. Yes, and includes a direct coupling clutch 106.

The output shaft 101 of the fluid coupling 100 is used as an input shaft, and a first The underdrive transmission includes a first planetary gear set 220,
Friction engagement such as multi-disc clutches C1 and C2, band brake B1, multi-disc brakes B2 and B3, and one-way clutches that engage, release, or fix the components of the second planetary gearlet 230 and these one planetary gear set. The equipment is placed.

The first planetary gear set 1 to 220 includes a ring gear 222 connected to a cylinder 221 connected to the output shaft 101 of the fluid coupling via a multi-disc clutch C1, and an output shaft of the first underdrive transmission. The right end (
A sun gear 223 formed at the right end in the figure (the same applies hereinafter), a carrier 224 connected to the right end of the output shaft, meshed between the ring gear 222 and the sun gear 223, and rotatably held by the carrier A7224. It consists of a planetary gear 225. A drum 226 is attached to the sun gear shaft 212 at its left end (left end in the figure) side wall in a state where the first planetary gear set 220 is housed, and the open right end of the drum 226 is a multi-plate clara.

It is connected to the cylinder 221 via a handbrake C2, and its outer periphery is fixed to the automatic transmission case via a handbrake B1. Also, the sun gear shaft 212
is fixed to the automatic transmission case through a one-way latch F1 and a multi-disc brake B2 connected in series with the one-way clutch 1:1.

The second planetary gear set 230 includes a ring gear 231 connected to the left side of the output shaft 211 of the first underdrive transmission, a sun gear 232 formed at the left end of the sun gear shaft 212, a one-way clutch F2, and a carrier A7233 fixed to the automatic transmission case via a multi-disc brake B3 parallel to the one-way clutch F2;
It consists of a planetary gear 234 meshed between the ring gear 231 and the sun gear 232 and rotatably supported by the key 1F rear 233.

An output gear 213 of the first underdrive device 210 is fixed to the left end of the output shaft 211 of the first underdrive device, and the output gear 213 is fixed to the left end of the input shaft 251 of the second underdrive device 250. It meshes with the fixed input gear 252.

The second underdrive device 250 includes an input shaft 251 parallel to the input/output shaft of the first underdrive device.
The third planetary gear set 260 and its components are engaged and released by the hollow output shaft 254 that is fitted onto the left end of the input shaft 251, is rotatably supported, and is formed on the outer periphery as an output gear 255. Alternatively, frictional engagement devices such as a fixed multi-disc clutch C3, a multi-disc brake B4, and a one-way latch F3 are arranged.

The third planetary gear set 260 includes a ring gear 261 connected to the right side of the input shaft 251 of the second underdrive device, a ring gear 261 that is rotatably fitted on the input shaft 251, and a left side that is connected to the brake B4 and the brake. A sun gear 262 formed at the right end of a sun gear shaft 253 fixed to the automatic transmission case via a one-way latch F3 parallel to B4, and the third planetary gear cell l-26.
0, the right end is connected to the output shaft 254, and the left end is connected to the sun gear shaft 2 via the multi-plate clutch C3.
The governor drive gear 2 is connected to the left side of the
56 and a parking gear 257, and a planetary gear 264 meshed between the ring gear 261 and the sun gear 262 and rotatably supported by the carrier A7263. Consisting of

The differential gear 270 is connected to the drive wheel 21 which meshes with the output gear 255 of the second underdrive device.
1, differential gear box 272, differential gear 2
13. Output shafts 274 and 275 connected to drive wheels
Consisting of

FIG. 2 shows hydraulic servos C-1 to C-3, 3- that actuate the clutches 01 to C3 and brakes 81 to B4, which are frictional engagement devices of the gear train 200 shown in FIG.
This figure shows a hydraulic control device that selectively supplies and discharges hydraulic oil to gear trains 1 to B-4 and changes the reduction ratio of the gear train.

This hydraulic control device includes an oil reservoir 10, an oil pump 11,
Primary regulator valve 12, secondary regulator valve 13, throttle valve 14, kickdown valve 15, cutback valve 17, throttle modulator valve 18, accumulator control valve 19, manual valve 30.2
-3 shift valve 31, 1-2 shift valve 33. 3-4 shift valve 35, low coast modulator valve 37. 2nd coast modulator valve 39, lock-up signal valve 91
, lockup control valve 93, accumulator 51.52
．． 53.54.55, exhaust pressure relief valve 61, cooler bypass valve 62, bypass relief valve 63, communication oil passage check valve 64, first electromagnetic solenoid valve 11, second electromagnetic solenoid valve 72, third electromagnetic solenoid It consists of a valve 73, a flow control valve formed by combining an orifice with a check valve and an orifice, a check valve, orifices inserted in various places in the oil passage, and an oil strainer.

The oil pump 11 is driven by an engine, sucks hydraulic oil from the oil reservoir 10 through an oil strainer 700, and discharges the pressure oil into the oil passage 1.

The primary regulator valve 12 has a spring 1 on one side.
A spool 120 with a spool 21 installed in front of it, and the spool 120
The regulator plunger 110 is connected in series to the spring 121 side of the regulator plunger 110 . The spool 120 has an orifice 8
01 to adjust the communication area between the upper end land 125 (the upper end in the figure, the same applies hereinafter) that receives feedback of the output oil pressure, and the oil passage 1 and the oil passage 6, and also to adjust the communication area between the oil passage 1 and the oil passage 6.
The regulator plunger 110 has a large-diameter upper land 115 that receives input from the oil passage 5 and is connected to a line. The throttle modulator pressure is provided with a small-diameter lower land 117 to which throttle modulator pressure is applied from the oil passage 9B. The regulator plunger 110 receives pressure from the line pressure and the throttle modulator pressure, which are the input oil pressure, and presses the spool 120 upward. Under the spring load and the pressing force from the plunger 1.110, the output oil pressure (line pressure of oil passage 1) fed back from the other side is displaced, and the communication area between oil passage 1 and oil passage 6 is adjusted. The oil pump discharge pressure of the oil passage 1 is regulated to a line pressure according to the input oil pressure, surplus oil is supplied to the oil passage 6, and unnecessary surplus oil is drained from the drain boats 124 and 126. The drained oil returns to the oil reservoir 16 via the oil passage 8.

The secondary regulator valve 13 has a spring 1 on one side.
31 is provided with a spool 130. The spool 130 receives the throttle modulator pressure applied via the oil passage 9B to the small diameter land 135 at the lower end in the figure from one side and the spring load from the spring 131, and outputs the spring load from the other end to the upper end land 133 via the orifice 802. It is displaced in response to feedback from hydraulic pressure (hydraulic pressure in oil passage 6),
The communication area between the oil passage 6 and the lubricating oil supply oil passage 6E and the drain oil passage 6D is adjusted according to these input oil pressures, and the secondary pressure of the oil passage 6 is regulated to a predetermined fluid joint operating oil pressure, and the oil passage 6E is lubricated. The oil pressure is regulated and excess oil is discharged to the oil path 6D. The oil discharged into the oil passage 6D flows into the return oil passage 8 which communicates with the oil reservoir 10 via the orifice 803, and when the oil pressure in the oil passage 6D is high, the discharge oil pressure relief valve 61 installed in parallel with the orifice 803 is activated. The lubricating oil supplied to the oil passage 6F flows out from the oil passage 6D to the oil passage 8 through the orifices 811 to 813, respectively, to the parts requiring lubrication 81 to 8.
3.

The throttle valve 14 is equipped with a spring 141 at -h, and includes a spool 140 having a large diameter land 142, a medium diameter land 143, and a small diameter land 144.

The spool 140 receives a spring load from the spring 141 from one side, and a feedback hydraulic pressure of output hydraulic pressure (throttle pressure of the oil passage 9) which is inputted via an orifice 715 with the area difference between the lands 142 and 143 as a pressure receiving area; Land 143 and land 1 are input via oil path 9A.
The cutback pressure from the cutback valve 17 whose pressure receiving area is the area difference between the spool 140 and the spool 140 is received from the other side.
Throttle 1- is transmitted through the spool 150 of the kickdown valve 15 which is connected in series with the spool 150 through the spring 151.
The throttle is displaced in response to a pressing force corresponding to the amount of depression of the throttle pedal, etc., and the line pressure supplied from the oil passage 1 is regulated according to the throttle opening, etc. according to the input oil pressure and the amount of depression of the throttle pedal. It is output to the oil passage 9 as pressure.

The kickdown valve 15 has a spool 150, and the spool 150 is linked to a throttle pedal, and receives a pressing force from a throttle cam 152 that rotates according to the amount of depression of the pedal, and a large diameter upper end land 153 from the oil passage 9A. The spool 150 is pressed upward in the figure by the cutback pressure input between the small-diameter lower end land 155, and this causes the spool 140 of the throttle valve to be pushed upward in the figure with a pressing force according to the throttle opening and the cutback pressure. Press the throttle valve to increase the throttle pressure output from the throttle pressure valve.

The cutback valve 17 includes a spool 110 on one side of which is loaded with a spring 111, and the spool 170 is set downward when line pressure is applied to the land from the other side via the oil passage 2A. Connect road 9A and oil road 9A
Outputs cutback pressure from.

The throttle modulator 18 has a spring 181 on one side.
The spool 180 has a spool 180 loaded with
receives the spring load of the spring 181 from one side and the throttle pressure applied from the oil passage 9 using the area difference between the intermediate land 183 and the lower end land 185 as an effective pressure receiving area, and receives the large diameter land 187 from the other side via the orifice 804. It is displaced in response to feedback of the output oil pressure (throttle modulator pressure in oil passage 9B) applied to the oil passage 9B, and outputs the throttle pressure supplied from oil passage 9 via oil strainer 603 to oil passage 9B as throttle modulator pressure.

The accumulator control valve 19 includes a spool 190 with a spring 191 installed in front of it on one side, and a small-diameter plunge v 1 connected in series with the spring 191 side of the spool.
92, and the spool 190 receives a spring load from the spring 191 from one side, a throttle modulator pressure applied from the oil passage 9B between the lower end land 194 of the spool 190 and the plunger 192, and an oil passage 5C. The line pressure applied to the plunger 192 is received from the other side through the orifice 805 to the spool 190.
The upper end land 197 is displaced in response to feedback of the accumulator control pressure which is the output oil pressure, regulates the line pressure supplied from the oil passage 1, and outputs it to the oil passage 1K as the accumulator control pressure.

The manual valve 30 is a shift lever installed in the driver's seat.
A spool 300 interlocked with the spool 300 is provided. The spool is P(
Park), R (reverse), N (neutral), D (drive), S (second), and L (low). The passage 1 is connected to the oil passages 2 to 5.

Table 1 RNDSL Oil path 2x X X O00 Oil path 3X X X X ○ O oil path 4X
X X X O oil path sx o x x
x x2-3 shift valve 31 has spring 3 on one side
11 is provided in front of the spool 310, and the spool 3
10 receives the spring load of the spring 311 and the line pressure applied to the left end land 313 of the spool 310 via the oil passage 4 from one side, and receives the line pressure applied to the left end land 313 of the spool 310 from the other side under the control of the first electromagnetic solenoid valve 71. The solenoid pressure of the oil passage 2E is applied and displaced.

a) Oil passage 4 is drain port 304 of manual valve 30
When the line pressure is discharged and no line pressure is generated in the oil passage 4.

When the solenoid valve 71 is turned on and the solenoid pressure in the oil path 2E is at a low level, the spool 310 is set to the right side, and the spool 310 is set to the right side, and the oil path 1 and the oil path 1A, the oil path 3 and the oil path 3A, the oil path 5 and the oil path 1B, The oil passage 4 and the oil passage 4A are connected respectively, and the third speed,
The fourth gear oil path is in communication state. Solenoid valve 11 is O
When the FF is turned on and the solenoid pressure in oil path 2E is at a high level, the spool 310 is set to the left, and oil path 1 and oil path IB are
, the oil passage 3 and the oil passage 1A, the oil passage 5 and the oil passage 4A, and the oil passage 3A and the drain port 312 are connected, respectively, and the first speed and second speed
The oil passages are connected quickly.

b) When line pressure is applied from the oil passage 4 to the left end land 313 of the spool 310, the spool 310 is fixed to the right side.

The 1-2 shift valve 33 has a spool 330 with a spring 331 installed in front of it on one side, and the spool 330 receives the spring load of the spring 331 from one side and the line pressure applied from the oil path 1B to the left end land 333. It is controlled by the second electromagnetic solenoid valve 72 from the other side, and is displaced in response to the solenoid pressure of the oil passage 1H applied to the right end land 335 of the spool 330.

C) Oil passage 1B is 2-3 shift valve 31, oil passage 5, manual valve 30, and drain port 3 of manual valve 30
When the pressure is exhausted through 02.

When the solenoid valve 12 is turned on, the solenoid pressure in the oil path 1H is at a low level, so the spool 330 is set to the right side, and the spool 330 is set to the right side, and the oil path 5, the oil path 5CN, the oil path 2, the oil path 2A, and the oil path 3.
C and the oil passage 3D which communicates with the hydraulic servo B-1, respectively, and the communication status of the oil passages of the second speed, third speed, and fourth speed is determined. When the solenoid valve 72 is turned off, the solenoid pressure in the oil passage 1H becomes high level, so the spool 330 is set to the left side, and the oil passage 4C, the oil passage 5C, the oil passage 2A and the drain boat 335, and the oil passage 3D and the drain boat 337 are connected. They communicate with each other, forming the communication pattern of the first speed oil passage.

d) When oil pressure (line pressure) is supplied to the oil passage 1B, the spool 3β0 is fixed to the right.

The 3-4 shift valve 35 has a spool 350 with a spring 351 installed in front of it on one side, and the spool 350 is applied from one side to the left end land 353 in the figure via the spring load of the spring 351 and the oil path 1A. From the receiving side of the line pressure, from the other side, the land 355 at the right end in the figure receives the solenoid pressure of the oil passage 1H and is displaced.

e) When the oil passage 1A is depressurized via the 2-3 shift T-valve 31, the oil passage 3, the manual valve 30, and the drain boat 304 provided on the manual valve 30, the second solenoid valve 12 is turned ONb. , when the solenoid pressure in the oil passage 11-1 is at a low level, the spool 350 is set to the right side,
The oil passage 1 is connected to the oil passage 1D which communicates with the hydraulic servo B-4, and the oil passage 1R is connected to the drain boat 354, thereby obtaining a fourth speed oil passage communication pattern. When the solenoid valve 72 is turned OFF and the solenoid voltage of the oil passage 1H becomes high level, the spool 350 is set to the left side, and the oil passage 1 and the oil passage 1R are connected, and the oil passage 1D is connected to the drain boat 355 and the oil passage 1D is connected to the drain boat 355. This is the communication pattern for the 3rd gear oil passage.

f) When oil pressure (line pressure) is supplied to the oil passage 1A, the spool 350 is fixed to the right in the figure.

The low coast modulator valve 37 is provided between the 2-3 shift valve 31 and the 1-2 shift valve 33, and is a friction engagement element (a friction engagement element) that is engaged when the shift lever is set to the L position. The hydraulic pressure supplied to the hydraulic servo of the brake 83) is lowered by a predetermined pressure from the line pressure.

The 211d coast modulator valve 39 is provided between the 2-3 shift valve 31 and the 1-2 shift valve 33, and is engaged when the shift lever is shifted to the 2nd position.
The hydraulic pressure supplied to the hydraulic servo of the cooling engagement element (brake B1) is lowered by a predetermined pressure from the line pressure.

The accumulator 51 communicates with the oil passage 2 via a flow rate control valve 801, and the hydraulic servo C-1 of the clutch C1.
The accumulator 52 is attached to the oil passage 2C that communicates with the
is the oil passage I which communicates with the oil passage 1 via the 2-3 shift valve 31.
B. The accumulator 53 is attached to the oil passage 1C which communicates with the oil passage 1B via the flow control valve 802 and also communicates with the hydraulic servo C-2 of the clutch C2, and the accumulator 53 is connected to the oil passage 2 via the 1-2 shift valve 33. Flow control valve 8 is connected to the connecting oil path 2A.
The accumulator 54 is connected to the oil passage 1D which communicates with the oil passage 1 via the 3-4 shift valve 35. Oil passage 1 communicating via control valve 804 and communicating with hydraulic servo B-4 of brake B4
E, the accumulator 55 communicates with the oil passage 1R which communicates with the oil passage 1 via the 3-4 shift valve 35 via the flow control valve 805, and also communicates with the hydraulic servo C-3 of the clutch C3. It is attached to oil path 1G. These accumulators, together with the flow control valves, adjust the pressure increase rate of the hydraulic pressure generated in the 8 oils, and as a result, the pressure increase characteristics of the hydraulic pressure supplied to each hydraulic servo are appropriately controlled, allowing smooth engagement of the clutch or brake. The timing of engagement is adjusted. Further, the spools of the accumulators 52, 53 and 55 receive the accumulator control pressure, which is the output oil pressure of the accumulator control valve 19, as back pressure from the oil passage 1K.

The lock-up signal valve 91 has a spring 91 on one side.
The spool receives the spring load of the spring 910 from one side, communicates with the oil passage 1 through the orifice 805 from the other side, and is controlled by the third electromagnetic solenoid valve 73. It is operated in response to solenoid pressure in oil passage 1J.

When the solenoid valve 73 is OFF, the solenoid pressure in the oil passage 1J is at a high level, so it is set to the lower side to connect the oil passage 2A and the oil passage 2D, and when the solenoid valve 73 is ON, the solenoid pressure in the oil passage 1J is set to the lower side. is reversed to the low level, the spool 910 is set upward, and the oil passage 2D is connected to the drain boat 915 to exhaust pressure.

The lock-up clutch control valve 93 has a small-diameter plunger 932 with a spring 931 installed in front of it on one side, and a spool 930 inserted in series with the plunger 932.
The spool 930 receives the spring load of the spring 931 from one side via the plunger 932 and the plunger 9
32 receives the line pressure that is constantly applied from the oil passage 1, and from the other side, the upper end land 931 in the figure receives input oil pressure (line pressure) from the oil passage 2D and is displaced. When the solenoid valve 73 is ONL and oil pressure is generated in the oil passage 2D, the spool 300 is set downward in the figure, and the oil passage 6 and the oil passage 6B are moved downward.
was contacted, and oil channel 6A and drain boat 933
are in contact, the direct coupling clutch 106 is engaged, and when the solenoid valve 13 is at 0FFL and the pressure in the oil passage 2D is exhausted, the spool 930 is set to the upper side, and the oil passage 6 and the oil passage 6A are in communication. The oil passage 6B communicates with the cooler circuit 6c.

The cooler bypass valve 62 is provided in the cooler circuit 6C, and leaks pressure oil to the connecting oil path 65 to protect the oil cooler when the oil pressure in the cooler circuit 6C exceeds a set value.

The communication oil passage 65, which is the gist of the present invention, connects the drain boat of the cooler bypass valve 62 and the lubricating oil passage 6F via the check valve 64 for preventing backflow, and with this configuration, the connection oil passage 65 connects the drain boat of the cooler bypass valve 62 and the lubricating oil passage 6F, and with this configuration, the drain boat of the cooler bypass valve 62 and the lubricating oil passage 6F are connected. Excess oil is supplied to the lubricating oil path 6E via the checker 64 and used for lubrication.

Moreover, the bypass relief valve 63, which is the gist of the second invention,
It is installed between the cooler bypass valve 62 and the check valve 64 in the connecting oil passage 65, and when the lubricating pressure increases when the lubricating oil is low temperature, the connecting oil passage 65 pressure and the cooler circuit 6c pressure will increase as the lubricating pressure increases. In order to prevent the oil cooler from being damaged due to the increase in cooler pressure, excess oil is leaked when the pressure in the connecting oil passage 65 increases beyond a set value.

In this hydraulic control device, electromagnetic solenoid valves 71 to 73 are turned on and off depending on the manual valve setting position made by the vehicle driver and the output of an electronic control circuit (to be described later), and the automatic transmission shown in FIG. Automatically changes gears to 4 forward speeds and 1 reverse speed.

Table 2 In Table 2, O indicates the ON state of the electromagnetic solenoid valve, engagement of the latch or brake, and locking of the one-way clutch, and X indicates the state of the electromagnetic solenoid valve OFF, the release of the clutch or brake, and the state of the one-way clutch. Indicates each free state, ◎ indicates the engaged state of the direct coupling clutch, and △ indicates the state in which the one-way clutch is free during coasting (driving state other than engine drive driving).

Next, the operation of the electronically controlled automatic transmission control device of this embodiment at the set shift position of each manual valve will be explained.

b) When the manual valve 30 is shifted to the D range.

As shown in Table 1, hydraulic pressure is supplied to the oil passage 2, and line pressure is thereby supplied via the flow control valve 801 and the Kasuri passage 2C, and the clutch C1 is engaged. When running in the first speed, as shown in Table 2, the solenoid valve 71 is energized (ON>, the solenoid valve 72 is de-energized (OFF), the spool 330 of the 1-2 shift valve 33 is on the left, and the brakes B1 and B2 are The communicating oil passages 3D and 2A are depressurized, and the oil pressure is not supplied to the oil passage 5C communicating with the brake B3, so the brakes B1, B2, and B3 are released.The vehicle speed reaches a preset value. At this time, the solenoid valve 72 is energized by the output of the computer, and the solenoid pressure in the oil passage 1H, which is the control oil pressure for the 1-2 shift valve, is reversed to the low level.
-2 The spool 330 of the shift valve 33 moves to the right side, and the oil passage 2.1-2 shift valve 33, the oil passage 2A, and the flow rate control valve 80
3. Hydraulic pressure is supplied through the oil path 2B, and the brake B2 is engaged, causing a shift to the second speed. Upshifting to 3rd gear is achieved by de-energizing the solenoid valve 71 by computer output when the vehicle speed, throttle opening, etc. reach predetermined values.
The spool 310 of the -3 shift valve 31 moves to the left side, and the oil passage 1.2-3 shift valve 31, oil passage IB, flow rate control valve 80
2. Oil pressure is supplied through the oil passage 1C and the clutch C2 is engaged, and at the same time the spout 330 of the 1-2 shift valve 33 is shifted to the right side (second gear) by the line pressure supplied from the oil passage 1B to the left end land 333. , 3rd speed and 4th speed side). Upshifting to 4th gear is performed by de-energizing the solenoid valve 12 using the computer output as described above, and using the control oil pressure of the 3-4 shift valve that was supplied from the oil path 1H to the right end land 355 of the 3-4 shift valve 35. A certain solenoid pressure is reversed to a high level, the spool 350 of the 3-4 shift valve moves to the left, pressure is discharged from the oil passage 1D, oil pressure is supplied to the oil passage 1R, the brake B4 is released, and the clutch is released. C3 is engaged.

口) When the manual valve 30 is in the 3rd range.

As shown in Table 1, line pressure is supplied to oil passage 3 in addition to oil passage 2. In the 1st, 2nd, and 3rd speeds, the same shift as in the D range is performed, but the left side land 3 of the spool of the 3-4 shift valve passes through the oil path 1, 2-3 shift valve 31, and oil path 1A.
Since line pressure is applied to 53 and the spool 350 is fixed to the right side, no shift to fourth speed occurs. In addition, if the manual valve 30 is in the D position and the D-3 shift is performed manually while driving in 4th gear, and 1 = 1, then the left end land 3 of the spool is
Introducing line pressure to 53 causes an immediate downshift to third gear, and when the speed has been reduced to the planned speed, the computer output energizes solenoid valve 71.
Causes a 3-2 downshift. When this 3-2 downshift occurs, oil passage 3.2-3 shift valve 31, oil passage 3
A, low coast modulator valve 39, orifice 80
7.1-2 Shift valve 33, brake B via oil path 3D
The low coast modulator pressure is supplied to the hydraulic servo B-1 of No. 1, and the brake B1 is loosely engaged to obtain the second speed in which engine braking is effective.

c) When the manual valve 30 is set to the open position.

In addition to the oil passages 2 and 3, line pressure is also supplied to the oil passage 4. The second speed is the same as when the manual valve is in the D range, and the spool 310 of the 2-3 shift valve 31 is fixed on the right side. Also, in 1st gear, oil passage 4.2-3 shift valve 3
1. Low course l-modulator pressure is supplied to the hydraulic servo B-3 of the brake B3 through the oil path 4A10-coast modulator valve 37, oil path 4B1 oil path 4C11-2 shift valve 33, and oil path 5C, and the brake B3 is engaged to obtain the first gear in which engine braking is effective.

Furthermore, when manually shifting to the L range while driving in third gear, line pressure is applied from the oil passage 4 to the left end land 313 of the spool as described above, and the solenoid valve 71 is turned off.
N, a downshift is immediately made to second gear, and when the speed has decelerated to the scheduled speed, the computer output energizes the solenoid valve 72, causing a 2-1 downshift, and the engine brake is applied. The first speed is obtained.

2> When the manual valve is set to the N or P position.

Line pressure is not supplied to any of the oil lines 2 to 5,
The first solenoid valve 11 is ON, the second solenoid valve 7
2 is turned off. The right end lands 335 and 355 of the 1-2 shift valve 33 and 3-4 shift valve 35 have oil passages 1
The line pressure of the oil passage IH communicating from the oil passage 1.2-3 through the orifice 80G is applied, the spool 330 is set on the left side (1st side), and the spool 350 is connected to the oil passage 1.2-3 shift valve 31.
Since the line pressure is supplied from the oil passage 1A to the left land 353, the oil passage 1 is set on the right side (1st speed, 3rd speed side).
．． 3-4 shift valve 35, oil path ID, flow control valve 804,
Line pressure oil is supplied from the oil passage 1E, and only the brake B4 is engaged, and is in a neutral state.

e) When the manual valve is set to the R position.

Oil passage 1 and oil passage 5 communicate, oil passages 3 and 4 are depressurized, first solenoid valve 71 is turned on, and second solenoid valve 72 is turned on.
It is FF. 2-3 shift [-Since the spool of valve 31 is set on the right side and line pressure is generated in both oil passages IBJ and 1A, the spools 330 and 350 of 1-2 shift valve 33 and 3-4 shift valve 35 are both on the right side. Clutch C2, brake B3 and brake B
4 is engaged to obtain a reverse traveling state.

The manual valve 30 is shifted to the D13 and L ranges, line pressure is generated in the oil passage 2, and the 1-2 shift valve 33 is shifted to the D13 and L ranges.
is set to the second speed side, line pressure is generated in the oil passage 2A, and the intermediate oil chamber 91 of the lock-up signal valve 91
2 is supplied with line pressure. When the third solenoid valve 73 is energized by this line pressure and the oil pressure in the oil passage 1J is at a low level, the spool 910 of the lock-up signal valve is set to the upper side, and the lock-up control valve 93 is activated via the oil passage 2D. Line pressure is supplied to one land 931 of the spool. As a result, the spool 930 of the lock-up control valve 43 is moved downward, and the oil passage 6 and the oil passage 6B are brought into communication, and the lock-up clutch 10G provided in the torque converter 100 is engaged, and the torque converter 10
0 is a direct connection state. The solenoid valve 73 does not generate line pressure in the oil passage 2A or even if line pressure occurs in the oil passage 2A.
is de-energized and a high level solenoid pressure is generated in the oil passage 2J, and the oil pressure in the oil passage 2D is discharged via the drains 1 to 915.Then, the action of the line pressure applied to the spring 931 and the plunger 1.932 occurs. The spool 930 is located at the bottom in the figure. While the spool 930 is positioned at the lower side in the drawing, the oil passage 6 is in communication with the oil passage 6A, and the torque converter direct coupling clutch 106 is released. The solenoid valve 13 is energized by a computer, which will be described later, when the vehicle speed and throttle opening are greater than set values. The first and second solenoid valves 71 depending on the vehicle running condition.
．． An electric control circuit (computer) for opening and closing 72 and 73 as shown in Table 2 will be explained based on FIG.

The electronic control circuit consists of a power supply 420 and a computer circuit 400 which runs from the vehicle speed and throttle angle detection device to the drive of the solenoid valves 11,12. Power supply device 420
is connected to the battery via a switch 421, and is passed through a connection 520 from a position switch 422 installed on the manual lever.
3, and the connection 523 is connected from the sour supply 423.
A constant voltage is supplied to each component of computer 400 through. The computer circuit 400 is a vehicle speed detection device @401
, waveform amplification shaping circuit 402, DA (digital to analog) conversion circuit 403, throttle position switch 413, throttle opening voltage generation circuit 414.1-2 shift discrimination circuit 404.2-3 shift discrimination circuit 406.3
-4 shift]~Discrimination circuit 408, hysteresis circuit 405
．． 407.409, Solenoid valve 71 opening/closing determination circuit 41
0, Solenoid valve 72 opening/closing determination circuit 412, Solenoid valve 73 opening/closing determining circuit 424, N-D shift signal generator 4
15, timer 411, amplifier 416.417.425
, consisting of solenoid valves 71, 72, 73. The vehicle speed detected by the vehicle speed detection device 401 becomes a sinusoidal waveform signal, which is shaped and amplified into a positive rectangular wave signal by a waveform amplification and shaping circuit 402, and converted into a DC voltage signal according to the vehicle speed by a DA conversion circuit 403. 11 Thrower i・ that detects the load condition
The throttle position switch 413 is composed of a variable resistor depending on the throttle opening, and the signal corresponding to the throttle opening is converted into a DC voltage by the throttle opening voltage generation circuit 414, and is sent to the 1-2 shift 1 discrimination circuit 404. 2-
3 shift discrimination circuit 406. 3-4 shift discrimination circuit 408
to go into. Each discrimination circuit uses a vehicle speed voltage signal and a throttle opening I1
5 and a voltage signal, for example, by a differential amplifier circuit, and set the conditions for a 1-2 shift, a 2-3 shift, or a 3-4 shift. Hysteresis circuit 405
．． 401.409 is to give conditions for each downshift of 2-1 shift, 3-2 shift]-14-3 shift, respectively, and downshift at a slightly lower vehicle speed than the shift point at the time of upshifting. to prevent hunting in the gear shifting range. Solenoid valve 11
The opening/closing determination circuit 410 generates an output of 0 (OFF) or 1 (ON) based on the outputs of the 2-3 shift 1 to discrimination circuits, and opens/opens the solenoid valve 71 via the amplifier 41G. The solenoid valve 72 opening/closing determination circuit 412 outputs 0 or 1 based on the output of the 1-2 shift determination circuit 404, the output of the 3-4 shift determination circuit 408, and the output of the N-D shift signal generator via the rice timer 411. and the amplifier 417
The solenoid valve 72 is opened and closed via the solenoid valve 72. The solenoid valve 73 opening/closing determination circuit 424 inputs the outputs of the 1-2 Zino 1-discrimination circuit 404, the 2-3 shift determination circuit 406, the 3-4 shift determination circuit 408, and determines whether the The solenoid valve 73 is opened and closed via the amplifier 425 when the vehicle speed and throttle opening are at the programmed respective gears.

As described above, the automatic transmission hydraulic control device of the present invention has the following features:
In the oil cooler of a vehicle automatic transmission consisting of a torque converter, gear train, hydraulic control device, etc. In addition to providing a check valve in the connecting oil passage to prevent backflow from the TA lubricating oil passage to the oil cooler oil passage, the drain of the oil cooler circuit can be used to supply parts of the gear train that require lubrication. This has the effect of increasing the lubricating flow rate and improving the lubricating efficiency.Furthermore, by providing a bypass relief valve between the cooler bypass valve and the check valve in the connecting oil passage, the lubricating oil pressure can be reduced when the lubricating oil is at low temperature. When the lubricating oil pressure increases, the communication oil passage pressure and the cooler circuit oil pressure increase, and furthermore, the Tara pressure increases, which can prevent damage to the oil cooler.

[Brief explanation of the drawing]

Fig. 1 is a skeletal diagram of a front-engine, front-drive automatic transmission for automobiles related to the present invention, Fig. 2 is a circuit diagram of a hydraulic control device for an automatic transmission according to the present invention, and Fig. 3 is an electronic control thereof. It is a circuit diagram of a circuit. In the diagram 6C... Cooler pressure oil path 6E... Lubricating oil path 6
2...Cooler bypass valve 63...Bye (relief valve 64...Check valve for preventing backflow 65...Connecting oil passage procedure 11 Official Book October 1, 1981 Commissioner of the Patent Office 1, Incident) Indication of 1982 Patent Application I!105140 No. 2, Title of invention: Hydraulic control device for automatic transmission 3, Relationship with the case of the person making the amendment Patent applicant address: 10 Takane, Fujii-cho, Anjo City, Aichi Prefecture Name: Aisin・Warner Co., Ltd. Representative Masashi Nishimura 4, Agent 465 Phone: 052-773-244
96. Subject of correction

Claims (1)

[Scope of Claims] 1) In a hydraulic control device equipped with an oil cooler for a vehicle automatic transmission consisting of a torque converter, a gear train, a hydraulic control device, etc., a drain of a cooler bypass valve provided in an oil cooler oil path is provided. A hydraulic control device for an automatic transmission, characterized in that a connecting oil passage used for lubrication is provided, and the connecting oil passage is provided with a check valve for preventing backflow from the lubricating oil passage to the oil cooler oil passage. 2> In a hydraulic control device equipped with an oil cooler for a vehicle automatic transmission consisting of a torque converter, gear train, hydraulic control device, etc., a connecting oil that uses the drain of a cooler bypass valve provided in the oil cooler oil path for lubrication. In addition, a check valve is provided in the communicating oil passage to prevent backflow from the lubricating oil passage to the oil cooler oil passage, and a A hydraulic control device for an automatic transmission characterized by being provided with a bypass relief valve to prevent a rise in cooler pressure due to rise in lubricating pressure.