JPS60143260A - Controller for automatic transmission gear for vehicle - Google Patents

Abstract

PURPOSE:To simplify and compact a gear transmission gear, by a method wherein a hydraulic controller is provided with an automatic transmission mechanism, an accumulator relay mechanism, and a shift timing mechanism. CONSTITUTION:A hydraulic controller 100 is provided with an automatic transmission mechanism 300, an accumulator relay mechanism 600, which comprises solenoids S2 and S3 for controlling an accumulator 54, an accumulator relay valve 60 and an accumulator relay valve 60, and a shift timing mechanism 500 which regulates the speed of a discharge pressure from each hydraulic servo and adjusts the release timing of a frictional engaging element. This enables smooth gear shifting control employing no one-wary clutch, and eliminates the need to mount the one-way clutch the gear shifting mechanism, resulting in the possibility to simplify and compact the transmission mechanism and mount it to a small vehicle.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field] The present invention relates to a control device for an electronically controlled automatic transmission mounted on a vehicle.

[Prior art] In order to improve the power performance and fuel efficiency of vehicles with automatic transmissions, it is desirable to have multiple automatic transmissions with multiple stages. As this decreases, the price increases, making it difficult to use it in small vehicles. The increase in weight, size, and price due to the multi-stage automatic transmission is mainly due to the one-way ludge that is added to the gearbox to reduce the shock during gearshifting.

For example, the third stage planetary gear Pi, R2, 1]3 connected to the output shaft of the torque converter TC, not shown in FIG.
In the planet gear transmission AT1 having four forward speeds and one reverse speed, a frictional engagement element is used to change the gear speed.
In addition to clutches C1 and C2 and brakes [34 and 35, three one-way latches F1, F2, and F3 are used to prevent shock during 1-2 shift, 2-3 shift, and 3-4 shift. In order to make the engine brake effective at the same time as the
, B3 are added, but by eliminating this one-way clutch, the configuration can be changed to the W star gear changer (a) with four forward speeds and one reverse speed as shown in FIG. In the figure, J5 has Pi, R2, R3, Sl, S2, S3, CR1,
CR2, CR3, pl, p2, p3 are each planetary gear Pi, R2, R3 ring gear, sun gear,
A carrier and a planetary binion are shown.

The speed change mechanism will be explained by taking the speed change II A T 1 having the configuration shown in FIG. 1 as an example.

For the transmission AT1 and a3 in Figure 1, there are various possible combinations of the H/class transmissions, and Table 1 shows the operation table.

Table 1 In the table, ○ is engaged, △ is engaged during engine braking, × is released, ◎ is locked, ○WC is one-sided clutch, and R is reverse, N-eye neutral, yaw 1~ral), D is forward (
This indicates the correct position of the left (speed selection) lever installed in the driver's seat.

a) Manual gear shifting performed at start.

N (neutral) → D (forward) (engage clutch ρ1.) N-) R (reverse) (clutch C2 and brake B2
engage. ) b) 1st (first speed) 2nd (second speed) 31-d (
3rd gear) Automatic shifting within 4t11 (4th gear).

Switching gears that make up planetary gears. (See Table 1.) C) Skipping gear shifting between each gear.

In any speed change, the problem is how to engage and release the frictional engagement elements, such as clutches and brakes (change of grip between the frictional engagement elements), and the principle is the same. Therefore, the shift between 2nd and 3rd speed (2-
3 shift]~) will be explained using FIG. 3 as an example.

As can be seen from Table 1, during the 2-3 shift, the reaction force that was received by brake B5 via one-sided clutch F2 during 2nd is switched via one-sided clutch F1 by engaging brake B4. It is being realized. FIG. 3 schematically shows the transient characteristics during gear shifting. It shows how the rotational speed of each member, the oil pressure in the friction engagement element, and the transmitted torque change over time.

Until time [1], the gear changes from 11 to t4 in the 2ncl gear state, and after t4, the gear changes to the 3rd gear.

[to]: 2-3 shift valve installed in the hydraulic control device that indicates the start of gear shifting and is controlled according to the driving state.
) is switched, and the 2-3 shift h valve changes from the 2nd speed state to the 3rd speed state, and the hydraulic servo B-4 of the brake B2
The hydraulic state (PB-4) is started.

[tO~t1]: The space in the pipeline of the hydraulic control device is filled by supplying hydraulic pressure, and the hydraulic servo B-
4 pistons move and the play of the pistons becomes zero. In this section, the pressing force of the brake B4 against the friction plates 1 to 1 by the piston is zero, and the torque capacity of the brake B4 is zero. Therefore, the engaged state of the gear remains at the second speed, and the carrier CR1 is fixed to the brake B5 and the re-transmission case via the one-sided clutch F2. The reaction force received at this time is TF2, and the input torque T input via ring gear R2.
The sum of E is the output shaft torque TO, which is expressed by the formula below.

TO=TF2 +TE Zangia S1 is rotating at a rotational speed of 11NS1 in the opposite direction to the rotational speed NE of the input shaft.

[t1~[2]: Hydraulic pressure PB-4 in the hydraulic pressure unit B-4
brake B4 begins to have torque capacity.

Accordingly, TF2 decreases and becomes zero at t2, and the output shaft torque 0 decreases. However, no change in rotation of each member occurs in this section. The section of the follower lever is called the torque change section (torque phase). Note that from this section to 14, the output shaft 1 to torque tO is determined according to the torque capacity 1TB4 of the 84 brake as shown in FIG. This is what determines the shock when shifting gears.

Therefore, in this interval (tl.about.t4), the characteristics of the hydraulic phase supplied to the hydraulic servo B-4 of the B4 brake are extremely important. Therefore, in the past, in order to improve the gear shifting, smooth gear shifting was achieved by using an accelerator or a solenoid valve to electronically control the rise characteristics of the hydraulic pressure PB-4. I'm trying to get it.

1”t2~t4]: Hydraulic pressure P B in hydraulic servo B-4
-4 further rises, and the brake B4's 1~lux capacity ff1
TB4 increases, and at t2, T12 becomes zero, and carrier CR1 starts rotating at a rotational speed N Cf<1. Further, as the oil pressure PB-4 rises], the herk capacity ff1TB4 increases, and the brake B4 gradually decreases the rotation of the Zang gear S1 while sliding, and stops at t4, completing the shift. At the same time, the carrier CR1j5 and the engine rotational speed NE are synchronized with the third speed rotation.

In other words, in this section, each member is synchronized from the second speed state to the third speed state, and this section is called the rotation change section (inertial phase). rotational energy conversion and input/output are performed.
In particular, the brake B4 has the role of absorbing energy due to rotational fluctuations during gear shifting, and absorbs a considerable amount of heat during gear shifting, resulting in an increase in temperature. This is cooled by lubricating oil or the like.

In other words, when the reaction force element before shifting is a one-way latch, as in the gear train of the transmission ΔT1 shown in FIG. 1, the engaging element engages unilaterally during shifting. As a result, the reaction force of the one-way clutch decreases to zero, and the rotation is not restricted after that, so switching from one engaging element to another can be performed smoothly, making gear change control relatively easy. It is easy to control the speed change shock. This is the reason why one-sided clutches are often used in current automatic transmissions. On the other hand, in the case of the gear train of the speed change IAT2 as shown in Fig. 2, it is very difficult to switch from the frictional engagement element to the thickness 1 engagement element. This will be explained using Table 2, which is the operating light of the gear train shown in FIG.

Table 2 Taking 2-3 shift 1~ as an example, as can be seen from Table 2, 2-3 shift 1~ is a switch from releasing the brake B2 to engaging the brake B1. The switching process at this time will be explained using FIG. 4.

[tO to t2]: The relationship between torque and rotation change in this section is the same as in the case of FIG. 3. However, the important thing in this section is that in Fig.
F2 fluctuates according to the torque TB4 of the brake B4, and this is received by the one-way clutch F2, and since the one-way clutch F2 is set to a sufficient capacity, it can be handled with a margin.

On the other hand, in the case of FIG. 4, the torque TF2 in FIG. 3 corresponds to the torque 1-32' being received by the brake 82.
With r, also 1-luk TB4 of brake B4 in Figure 3
1 to TB1 of the brake B1 corresponding to the torque. Therefore, the torque capacity of brake B2 is always Te
Hydraulic pressure PB is adjusted to have sufficient capacity to secure 3.
-2 must be ensured.

The 2-3 shift 1-valve is already in the third speed state at to, and from that moment on, the hydraulic pressure in the hydraulic servo B-2 has started to be discharged, and the hydraulic pressure PB-2 has begun to decrease. In this state, the brake B2 has a torque capacity f
If the torque capacity hX exceeding ftTB2 is not secured, the Kirelia CR1 will slip and the automatic transmission will be in neutral (
N> condition, causing problems such as engine overrun. Therefore, in this section, it is a very important issue to ensure that the oil pressure PB-2 has a capacity exceeding 1 to lug capacity ffi T' +32. The situation where the hydraulic pressure P13-2 is discharged too quickly in this section is shown by the thick line in FIG. - The engine overruns and the output shaft 1 to LU T due to instantaneous neutral state.

The oil pressure of the brake B1 decreases rapidly, and then the hydraulic pressure of the brake B1 decreases.
As the oil pressure PB-1 increases, the output shaft torque TO suddenly increases, causing a sudden shift shock. On the contrary, the fifth
As shown in the figure, if the pressure reduction of hydraulic pressure PB-2 is delayed,
After the torque capacity TB2 becomes zero at +2 a3, the carrier CR1 should normally rotate after t3 as shown in Figure 5, but since the brake B2 maintains the torque capacity of 1~ The rotation is obstructed, which creates resistance and the torque capacity ff1TB2 goes into a negative state.As a result, the output shaft torque To shows a large fluctuation as shown in the figure, and a large shift shock also occurs. In other words, during gear shifting, the oil pressure ps-i is optimally regulated, and the oil pressure PB-
It turns out that it is very important to hold 2 and discharge it in a timely manner.

[Object of the Invention] An object of the present invention is to provide a control device for a vehicle automatic transmission that can smoothly control gear transmissions that do not use a one-way clutch, and furthermore, to provide a control device for a vehicle automatic transmission that can smoothly control gear transmissions that do not use a one-way clutch. An object of the present invention is to provide a control device for an automatic transmission for a vehicle that allows smooth shifting.

[Structure of the Invention] The control device for a vehicle automatic transmission of the present invention comprises a multi-stage gear transmission in which gears are changed by selective engagement of frictional engagement elements each operated by a hydraulic servo, a hydraulic power source, and a hydraulic servo. A plurality of manually or automatically operated oil passage switching valves are installed between a hydraulic power source and the hydraulic servo, and a plurality of solenoid valves for controlling the oil passage switching valve are provided, and each hydraulic servo is connected to the hydraulic servo. A control device for a vehicle automatic transmission comprising a hydraulic control device for supplying and discharging hydraulic fluid, and an electronic control device for controlling the solenoid valve in accordance with vehicle driving regulations. multiple shift valves that are switching valves;
An automatic transmission mechanism consisting of two solenoid valves $1 and $2 for controlling the plurality of shift valves, one accumulator, and an automatic transmission mechanism provided between each of the hydraulic levers and the accumulator to selectively control a predetermined hydraulic servo. an accumulator relay valve that communicates with a hydraulic pressure source or drain port; and a solenoid valve that controls the accumulator relay valve according to vehicle running conditions; Hydraulic servo, drain boat with throttle and drain boat without throttle! - one oil passage switching valve that switches communication with;
A shift timing mechanism that adjusts the release timing of a frictional engagement element consisting of a solenoid valve S3 that controls the one oil passage switching valve, and a hydraulic servo and a hydraulic servo in addition to the accumulator relay mechanism. Provided between the hydraulic source and the hydraulic servo and drain port 1
- one oil passage switching valve that adjusts the degree of communication with the oil passage switching valve, and a solenoid valve S4 that is duty-controlled and controls the one oil passage switching valve, and hydraulic pressure that adjusts the engagement timing of the frictional engagement element. The configuration includes a servo boost adjustment mechanism.

[Effects of the Invention] The control device for a vehicle automatic transmission of the present invention has the following effects due to the above configuration.

b) Since there is no need to provide a one-way gear transmission in a multi-stage gear transmission, the gear transmission can be made simpler, more compact, and lower in cost. This makes it possible to install it in small vehicles and reduces the occurrence of failures. do.

口) The accumulator relay mechanism, which consists of one accumulator and one oil passage switching valve, is controlled by two solenoid valves of the automatic transmission mechanism, and the exhaust pressure of each hydraulic servo during all gear changes is controlled, so the accumulator relay mechanism is unique. No solenoid valve is required, and the hydraulic control circuit can be configured simply.

c) The electronic control device associated with this is simple and unnecessary since it does not require controlling one solenoid valve.

2) As a result, the control device can be manufactured at low cost in just one or more units.

[Embodiment] Next, a control device for a vehicle automatic transmission according to the present invention will be described based on an embodiment shown in FIG.

A control device 1 for a vehicle automatic transmission includes a hydraulic control device 100 and an electronic control device 200.

The hydraulic control device 100 is a hydraulic power source driven by the engine of the vehicle, and includes an oil pump 102 that sucks hydraulic oil from an oil reservoir 104 via an oil pump 101.
, a hydraulic pressure regulating device, which usually consists of one or two pressure regulating valves, regulates the discharge hydraulic pressure of the oil pump 102 according to vehicle running conditions such as vehicle speed and engine load, and generates line pressure in the oil path 1, and also connects a fluid coupling. A hydraulic adjustment device 103 supplies hydraulic oil to the TC and further supplies lubricating oil to the gear transmission, and includes solenoid valves 81 to S4 provided at predetermined positions of J5 and the hydraulic circuit to maintain and discharge hydraulic pressure. Clutches C1 and C2, brakes B1 and B2, which are the frictional engagement devices of the automatic transmission for vehicles shown in FIG.
Each hydraulic servo C-1, C-2, B-1, B-2 of B3,
Hydraulic transmission mechanism 110 that supplies hydraulic oil IJ+ to B-3
Consisting of

The electronic control device 200 selectively turns on the solenoid valves 81 to S4 provided in the hydraulic control device 100 by inputting vehicle conditions such as vehicle speed sensor and throttle opening.
Turn it off.

The hydraulic transmission mechanism 110 is a manually operated oil passage switching valve that is connected to a select lever provided on the driver's seat via a link mechanism, and is connected to the oil passage 1 and the hydraulic servo C-1.
, C-2, B-1, B-2, and B-3, and a speed selection valve (manual valve) 10, which is an oil passage switching valve for selecting a speed change range, and the selection valve. A first shift valve 20 and a second shift valve are provided between the speed valve 10 and each of the hydraulic servos C-1, (, -2, B-1, B-2, B-3). an automatic transmission mechanism 300 that operates with the output of the valve 30 and the electronic control device 200 and controls the first and second shift valves 20J-3 and 20J-3 and 20J-3 and 30, respectively. A hydraulic reel back pressure adjustment mechanism 400 is provided between the manual valve 10 and the first shift valve 20 to adjust the rise of the oil pressure supplied to each hydraulic pressure υ-vo, and It consists of a hydraulic servo pressure drop adjustment mechanism (also (J shift timing machine! fffl) 500 that adjusts the speed of exhaust pressure and the release timing (timing) of the original vibration engagement element.

The manual valve 10 has a spool 11 that is linked to a select lever installed in the driver's seat (pulled), and has a spool 11 connected to the inboard boat 10A and 10B1 drain boat IO connected to the oil passage 1.
C and ioo, outboats 10E and 10F connected to forward oilway 2, and Ara 1 to 10 connected to astern oilway 3.
Ports 10G++3 and 101-1, and outports 1 to 1 connected to oil passage 4 to which hydraulic pressure is supplied during forward and backward movement.
Equipped with 10J and 1'OJ, the select lever has select positions 1 to 2R (reverse), neutral 2N (neutral), a-3 and forward: D (drive).
Oil passage 1 in which line pressure is generated according to each setting position, oil passage 2 connected to forward clutch C1, and reverse oil passage 3.
, and selectively communicates with the oil passage 4 in which oil pressure is constantly generated during driving. Table 3 shows the state in which oil passage 1 and oil passages 2 to 4 are connected to each setting position of the select lever. ○ indicates a state where line pressure is supplied to oil passage 1,
× indicates a state in which the pressure is discharged by contacting the drain boat.

Table 3 The hydraulic servo pressure increase adjustment mechanism 400 includes a shock-1 control valve 4 which is an oil path switching valve and a spool valve.
1, and a solenoid valve S4 which is turned ON1OFF by the output of the electronic control device 200 and controls the shock controller 1 to I-le valve 41. The shock control valve 41 has a spool 43 with a spring 42 installed in front of it, an input port 1 to 40A connected to the oil 4, and a drain port 1.
-408
an input boat 40C, which is connected to the solenoid valve S4 and inputs the solenoid pressure controlled by the solenoid valve S4; an outboard 40D1, which is connected to the oil path 4Δ;
A feedback boat 40E is provided in which the hydraulic pressure of D is fed back to the spool 43. The solenoid valve S4 is installed in the oil passage 1A that communicates with the oil passage 1 through the orifice 44, and is subjected to a duty cycle during gear shifting, as shown in FIG. 8, depending on the vehicle running conditions. As a result, a solenoid pressure that rises quickly and smoothly converges to the target oil pressure is generated in the oil passage 1A, and the spool 43 receives the spring load of the spring 42 from one side and the solenoid pressure Ps.
The other side receives feedback of the output oil pressure output to the oil path 4A, and the boat 40A, /IOB
The degree of opening of the oil passage 4A is adjusted to generate a gradually changing oil pressure in the oil passage 4A.

The first shift valve 20 of the automatic transmission tM300 is a spool valve equipped with a spool 22 with a spring 21 installed in front of it on one side, and is connected to the oil passage 1 via an A refit 23, and is provided with the solenoid valve S1. an input port 20A connected to the oil passage 1B connected to the oil passage 1B and inputted with the solenoid pressure controlled by the solenoid valve S1; 200, drain boat 20D, drain boats 20E and 20F each equipped with A rift screws A and B, which are throttles, in-out boat 20G connected to oil passage 4B, and in-out boat 20G connected to oil passage 4C.
Import 1 connected to Bo 1-20H1 and oil road 5C
~I'm going to try 20I. The spools 22 of the first shift 1 to the valve 20 receive the solenoid Ii:PS generated in the oil passage 1B from one side (left side in the figure), and the spring cart Jζ of the spring 21 from the other side (right side in the figure). It is displaced in response to line pressure supplied from the oil passage 3. When the manual valve 10 is set to the D or N position and the oil passage 3 is exhausted,
When the solenoid valve S1 is turned on, the oil pressure in the oil passage 1B is exhausted from the solenoid valve S1 and becomes a low level.
The action of the spring 21 on the spool 22 is set to the left side in the figure, and the spools 22 are set to the left side in the drawing, and have bows 1 to 201) and 20I, respectively.

20G, 20F, 120C and 20H communicate, and Bau 1-
The two leaves are closed by the left end land of the spool 22 in the drawing.

When the solenoid valve S1 is turned OFF, the oil pressure in the oil passage 1B is maintained at a high level (equivalent to the line pressure), so the spool 22 compresses the spring 21 and is set to the right in the figure, allowing boats 20G and 20G120E to move, respectively. and 20H
The boat 20I is closed by the right end land of the spool 22 in the drawing. Furthermore, when the manual valve 10 is set to the R position, the spool 22 is fixed to the left side in the figure due to the line pressure J5J generated in the oil passage 3 and the spring load of the spring 21, regardless of whether the solenoid valve S1 is ON or OFF. Ru.

The solenoid valve 81 is installed in the oil passage 1B communicating with the oil passage 1 via the orifice 23, and is connected to the electronic control device @200.
As shown in Table 4 and FIG. 8, the signal is turned ON (20 in the figure) or 0FF (× in the figure) according to the vehicle running conditions.

The second shift valve 30 is a spool valve equipped with a spool 32 with a spring 31 installed in front of one side, and communicates with the oil passage 1 via an orifice 33 and connects to the oil passage 1C in which the solenoid valve S2 is provided. Contact, solenoid valve S2
Input capo-1- into which the solenoid pressure controlled by
30A, Inara 1-Boat 30 connected to oil path 5 connected to hydraulic servo B-1 ['3, Inara 1-Boat 1 to 30C1 connected to oil path 4B, oil path 6 connecting to hydraulic servo B-2 In-out boat 30D connected to the oil passage 4c, In-ara 1 to boat 30E1 connected to the oil passage 4c, In-ara 1 to boat 30E connected to the hydraulic servo B-3, and In-ara 1 to boat h connected to the oil passage 7.
30F, an in-out bow 1- connected to one control oil pressure supply oil path 1E of an accumulator relay valve 60 to be described later.
30G, in-out bow 1-30H connected to the other control oil pressure supply oil path 1F of the accumulator relay valve 60,
Drain port 1-301.30J, 30, 30L, in/out boat 30M connected to oil path 3△ which connects to oil path 3 via timing valve 50 described later, oil 1i:'
Inara 1 to boat 3 ON connected to oil line 8 connecting to J-BO C-2, oil line 1 connected to oil line 1 via link 53
It has boat 30Q which contacted D.

The spool 32 of this N2 shift valve 30 receives the solenoid pressure Ps generated in the oil passage 1C connected to the oil passage 1 via the orifice 33 from one side (left side in the figure), and receives the solenoid pressure Ps generated from the other side (left side in the figure) of the spring 31. Displaced under load. When the solenoid valve S2 is turned on, the oil pressure in the oil passage 1C is at a low level due to the oil drained from the valve port of the solenoid valve s2.
The spools 32 are set to the left in the figure by the action of the spring 31, and the boats 30B, 30J, 30C, and 30D, respectively.
, 30M to 3ON, 30E to 30F, 3
0G,! =30K, 300 and 30H,! : communicates,
The boat 30L is closed by the right end land of the spool 32 in the drawing. When the solenoid valve S2 is turned off, the oil pressure in the oil passage 1C is maintained at a high level (equivalent to the line pressure), so the spool 32 compresses the spring 31 by the solenoid pressure applied to the left end land in the figure, and moves to the right end land in the figure. The boat 30J is closed at the left end land of the spool 32, and the boats 30B and 300130D, respectively, are set.
! =30M, 30E,! =3ON, 30F and 30K, 3
0G, 300, 308 and 3OL will contact each other.

The solenoid valve $2 is set to <ON (illustration: ○) by the electronic control device 200 as shown in Table 4 and FIG. 8, which will be described later.
0FF (illustration: x).

As a result, the automatic transmission AT2, which has four forward speeds and one reverse speed as shown in FIG. 2, is shifted to four forward speeds and one reverse speed by selectively engaging the clutch and brake as shown in Table 2.

The hydraulic servo pressure drop adjustment mechanism 500 includes a timing valve 5 having a spool 52 with a spring 51 installed in front of one end.
0, the solenoid valve S3 is turned ON and O'1 by the electronic control device 200, and controls the timing valve 50.
and an accumulator relay mechanism 600.

The timing valve 50 is a spool valve having a spool with a spring 51 installed in front of it on one side, and includes input ports 1 to 50A connected to the oil passage 1D, an input port 1 to boat 503 connected to the oil passage 3, and an input port 1 to boat 503 connected to the oil passage 3. Inara 1 that contacted oil road 7 ~ Po)-5001 Inara 1 that contacted oil road 3A
He boat 50D, in-out boat 50E connected to oil route 5C, in-out boat 50F connected to oil route 5
, has a drain boat 501-1 with an orifice C which is a train port 50G1 throttle. timing valve 50
The spool 52 receives the solenoid pressure generated in the oil passage 1D from one side, and is displaced by the spring load of the spring 51 from the other side. When the solenoid valve S3 is turned on, the oil pressure in the oil passage 1D is at a low level due to the oil drained from the valve port of the solenoid valve S3, so the oil pressure in the oil passage 1D is set to the left side in the figure by the action of the spring 51, and the oil pressure in the oil passage 1D is set to the left side in the figure by the action of the spring 51.
C1 boats 50D and 50kl and boats 50E and 50F will contact each other. When the solenoid valve S3 is OFF, the oil pressure in the oil passage 1D is maintained at a high level, so that the spool 52 is moved by the spring 51 due to the solenoid pressure applied to the left end land in the figure.
The boat 50B is compressed and set at the right end in the illustration.
0, 50E and 50)-1 make contact, and boat 50F is in a state where it is not in contact with any boat.

Accumulator relay mechanism 600 includes accumulator 5
4, an accumulator relay valve 60, and a solenoid valve for controlling the accumulator relay valve 60, which in this embodiment also serves as a control valve for the automatic transmission mechanism 300; and a solenoid valve for generating control pressure. Consists of S3.

The accumulator relay valve 60 is a spool valve that includes a first spool 61, a second spool 62 connected in series with the first spool 61, and a spring 63 disposed between the first spool 61d5 and the second spool 62. Input port 0A for communicating with the oil passage 1E and applying control hydraulic pressure to the first spool 61 from the left side in the figure; and the oil passage 1;
An input port h60B for communicating with F and applying control hydraulic pressure to the second spool 62 from the right side in the figure, and a drain boat 60C1 provided at the spring 63 attachment part between the first spool 61 and the second spool 62 In-out boat 60 D1 that contacted oil route 5 Inara 1 that contacted oil route 6
~ Port 60 [2, In-out port connected to oil line 7
60F, the in-out boats 1 to 60G are connected to each other by the oil passage 5A, and the in-out boat 60I is connected to the 60H1 oil passage 5B.

The accumulator relay valve 60 communicates between the oil passage 1D and the oil passage 11 via the second shift 1 to the valve 30 when the solenoid valve S3 is turned off and high level solenoid pressure is generated in the oil passage 1D. The oil passage 1E is the drain port 1.
1st and 2nd spool 6 when contacting ~30K
1 and 62 are set to the left in the figure, and are respectively connected to the boat 6.
0F and 60G and the boat GOT and 60F communicate with each other, and the boats 60[) and 60H are closed by the right end land of the first spool 61 and the right end land of the second spool 62, respectively. In addition, the oil passage 1D and the oil passage 1F communicate with each other via the second shift I and the valve 30, and the oil passage 1F communicates with the drain port 3OL and is depressurized.
1 and 62 are set on the right side of the diagram, and are respectively connected to boat 6.
0G, 60D 160I, and 601-1 communicate, and boats 60E and 60F are closed by the left end land of the first spool and the left end land of the second spool 62, respectively.

Furthermore, when the solenoid valve S3 is turned on and the oil passage 1D is at a low level, the oil passages 1E and 1F are both exhausted, so the action of the spring 62 causes the first spool 61 to move to the left in the figure, and the second spool to the left in the figure. 62 is set to the right in the figure, and the bows h60E, 60G, 601, etc. 60H communicate with each other, and 60D and 60F are closed by the right end land of the first spool 61 and the left end land of the second stem 62, respectively.

In the present invention, each component of the hydraulic control device has the following role.

b) Control the solenoid valves S1 and B2 first and second shift valves 20 and 30,
Hydraulic pressure of each clutch and brake 1 Nervo C-1, C-
2. Switches the hydraulic pressure to B-1, B-2, and B-3, and controls four forward speeds.

口) Solenoid valve S3 Shift timing valve 50 operation and drain boat 5
Orifice C1 provided in 01-1 first shift 1 to valve 2
In combination with the orifices A and B1 provided in the drain boats 20E#j and 20F of No. 0 and the drain boat without orifice (restriction), the discharge timing of the discharge pressure oil of the hydraulic servo which is discharged at the time of shift is controlled. In this case, the dimensions of merits A, B, and C are independently set in accordance with the optimum shift time of each gear stage.

c) Solenoid valve S4 In combination with the shock control valve 41, this solenoid valve controls the supply pressure to the hydraulic servo of each clutch and brake to which pressure oil is supplied during a shift.

2) Agumulator relay mechanism 600 Maintains the pressure level of the hydraulic servo discharge pressure discharged during shift 1 for a certain period of time.

Next, the operation of the hydraulic control device 100 will be explained with reference to the operating lights shown in Table 4 and FIG. 8.

Table 4 In Table 4, × indicates that the solenoid valve is OFF, O indicates that the solenoid valve is ○, N1 indicates that the solenoid valve is not operating on duty.

R) When the manual valve 10 is set to the R position As shown in Table 2, the R state is achieved by engaging the brake B2 and clutch C2.

(N→R) When the select lever is manually shifted to N->R, the hydraulic pressure PB-2 of the hydraulic servo 3-2 changes to the manual valve 10.
, oil passage 3, timing valve 50, oil passage 3A, first shift 1~
It is immediately supplied via the valve 20 and the oil line 6. At this time, the pressure in the oil passage 3 is supplied to the right end port 303 of the first shift 1 to the valve 20; therefore, the line pressure and the spring load of the spring 21 cause the spool 22 to move to the solenoid valve S1.
is fixed to the left in the figure even though it is OFF. To the hydraulic servo C-2 are a manual valve 10, an oil path 4, a shock-1 valve 41, an oil path 4A, a first shift valve 20, an oil path 4C1, a second shift valve 30, an oil The shock control valve 4 is supplied via the shock control valve 8 by duty-controlling the switching solenoid S4.
1, it is possible to control the supply pressure output from the oil passage 4A to smoothly engage the clutch C2 and reduce the N-+R shock. After the engagement of the clutch C2 is completed, the solenoid valve S4 is turned off, and the line pressure can be maintained to the hydraulic servo C-2.

N) Step 1 when the manual valve 10 is set to the N position
: All solenoid valves S1 to S4 are set to 01-[-, hydraulic servos C-1, C-2, B-1, B-2, and B-3 are all depressurized, and clutches CI, C2, and brakes B1, )2, B3 are all in the released state.

(N→D shift) When the select lever is manually shifted to N-D Step 2: At this point, the engaged state of the gear elements in the gearbox (hereinafter referred to as gears) shown in Fig. 2 is N to courtral). It remains as it is. <Gear is N) <1) Hydraulic servo C-1
Since the line pressure is directly supplied to C-1, the oil pressure in the hydraulic servo C-1 increases immediately after the piston of the hydraulic servo C-1 strokes.

(2) Hydraulic pressure is supplied to the hydraulic servo B-3 via the shock control 1-roll valve 40 that adjusts the pressure increase, the first shift valve 20, and the second shift 1 to valve 30, but at this time, the solenoid Since the valve S4 remains OFF, line pressure is directly supplied, allowing the hydraulic servo B-3 piston to stroke in a short time.

(3) Solenoid valve S2 turns on and second shift 1-valve 30
Since the spool 32 moves to the left in the figure, the solenoid valve S
3, the solenoid pressure generated in the oil passage 1D (equal to the line pressure since the solenoid valve S3 is OFF) is switched from the oil passage 1F to the oil passage 1F, and the accumulator relay valve 60's 7<N 1 J5 and the 2 spools 61 and 6
2 moves to the left in the drawing, and at the same time as supply to the hydraulic pressure reservoir B-3, supply (pressure accumulation) to the accumulator 54 is also started.

D) Step 3 when manual valve 10 is set to D position
: The gear shifts from N to the first gear of D. The electronic control unit 200 starts the decoupage control of the solenoid valve S4, and as a result, the solenoid valve S4 operates at a predetermined duty ratio C as shown in FIG. The pressure increase rate of the hydraulic pressure PB-3 in the servo B-3 is adjusted as shown in Fig. 8, so that the brake B3 can be smoothly engaged to reduce the shock N→
Complete D shift 1゜[1st time (1st gear with automatic shifting) Step 4
: Clutch c1 and brake B3 are engaged to enter the 1st gear state. In the lst state, the pressure accumulation in the accumulator 54 has also been completed.

After N-+D shift 1, line pressure is immediately supplied to the hydraulic servo c-1 via the manicoal valve 10J5 and the oil passage 2. Hydraulic pressure is supplied to hydraulic servo B-3 through oil path 4.
, shock control valve 40. Since the oil leaks via the oil passage 4A, the second shift valve 3o, and the oil passage 7, the N-)D shift 1
~Sometimes, the duty control of the solenoid valve s4 allows smooth engagement of the brake B3 to reduce shift shock.

At this time, the pressure supplied to the hydraulic servo B-3 is supplied to the oil passage 7, the accumulator relay valve 60. It is also supplied to the accumulator 54 via the oil path 5B and becomes in a pressure accumulation state.

"When shifting from 1 to 2" Step 5: At this time, the gear remains in the 1st speed state.

(1) Solenoid valve S1 is 0FFL, first shift 1 to valve 2
0 indicates that the spool 62 is set to the right in the figure and is in the second speed state. (2) Pressure oil is supplied to the hydraulic servo B-2 with the solenoid valve 34 OFF, so line pressure is supplied and the piston is moved. Stroke in a short time. Once the loaf is complete, move on to the next step 6.

(3) Although the line pressure supply to the hydraulic servo B-3 is cut off, the pressure is maintained at a constant pressure or higher by the accumulator 54 and the orifice A, and a torque greater than the reaction force I~lux of the brake B3 is ensured.

That is, the solenoid valve S1 turns 0N-) OFF and the first
The shift valves 1 to 20 are switched, and the oil pressure that was being supplied to the shock controller 1 from the roll valve 41 to the hydraulic servo B-3 via the oil passage 4A, the first and second shift valves 20 and 30 is , oil passage 4A, first shift 1 to valve 20, oil passage 4B, second
The oil is supplied to the hydraulic servo B-2 via the shift valve 30 and the oil path 6. At the same time, the hydraulic pressure in the hydraulic servo B-3 is discharged from the orifice Δ via the oil passage 7, the second shift 1 to the valve 30, the oil passage 4C, and the first shift valve 20. At this time, the pressure accumulated in the accumulator 54 is released, so the pressure is maintained by the combination with the orifice A.

As the hydraulic pressure to the hydraulic servo [3-2 increases, the reaction force of the brake B3 gradually decreases and approaches zero.

Step 6: When the gear is in 1-2 shift and 1-lux phase (1) solenoid valve S4 starts duty operation,
Pressure oil in hydraulic servo B-2 is regulated and brake B2
engagement begins. As the torque of brake B2 increases, the reaction force of brake B3 decreases. When the torque of the brake B3 becomes zero, the process moves to the next step 7.

(2) The oil pressure in the hydraulic servo B-3 is still maintained, and the torque greater than the reaction torque of the brake B3 is ensured.

Step 7: When the gear is in the 1-2 shift inertia phase (1) Make sure that the reaction torque of the brake B3 becomes zero, and turn on the solenoid valve S3 to turn on the hydraulic servo B-3.
The pressure oil inside is discharged all at once via the timing valve 40 and the manicoal valve 10.

<2) At the same time, the first spool valve 61 and the second spool valve 62 of the accumulator relay 6o are separated to the left and right to cut off the communication between the accumulator 54 and the hydraulic servos B and -3, so the pressure oil in the hydraulic servo B-3 is instantly released. J: The torque capacity can be instantly reduced to zero.

(3) Due to (1) and <2), the ring gear R3 of the gear transmission shown in FIG. 2 becomes free to rotate and starts the inertia phase.

(4) The oil L in the hydraulic servo B-2 is in the process of rising as pressure is regulated, and it continues to engage with the rotation of the carrier CRI while sliding, gradually reducing the rotation of the carrier cR1, and finally make it stop.

5) Correspondingly, the ring gear R3 increases its rotation by [1] and is synchronized with the rotation at the second speed at the same time as the carrier CR1 stops.

(6) Therefore, the torque and rotation fluctuations in this step 7 and the step 6 all depend on the brake B2, and it can be seen that the pressure regulation characteristics of the oil pressure in the hydraulic servo 13-2 are very important.

The shift shock is controlled by smoothly supplying the hydraulic pressure PB-2 in the hydraulic pressure regulator 3-2.

(7) In the above item (2), the spools 61 and 62 of the accumulator relay valve 60 are separated to the left and right, and at the same time the accumulator 54 and the hydraulic servo B-3 are disconnected, the accumulator relay valve 60 is connected to the hydraulic servo B-2. It communicates with the accumulator 54, and the accumulator 54 starts accumulating pressure again.

Step 8: When the gear shifts to the second gear, the shift is completed and the gear is in the second gear, but the solenoid valve S4 is operating on duty, allowing time leeway.

In other words, the 1st and 2nd shift in automatic transmission is performed by hydraulic servo B.
-2 is sufficiently increased and the reaction force to brake B3 becomes zero, when solenoid valve S3 is turned ON.
As the spool 52 of the timing valve 50 moves, the hydraulic pressure in the hydraulic servos B-3 is released all at once from the drain port 10D of the manicoal valve via the oil path 7, the timing valve 50, and the oil path 3. The hydraulic pressure in R3 is instantly exhausted, the rotational restraint of the ring gear R2 is removed, and the ring gear R2 immediately shifts to the second speed rotation state. Turn on solenoid valve S3
There are many ways to set the timing, but the timing determined experimentally in advance is stored in the electronic control device. Possible methods include a method of detecting and feeding back the torque of parts where the torque changes, such as the output shaft, brakes, and clutches, and a method of detecting and feeding back changes in rotation of parts such as the engine where the rotation changes. Thereafter, the back pressure adjustment mechanism 400 smoothly adjusts the pressure in the hydraulic servo B-2 to achieve speed change. After the shift is completed, the solenoid S4 is turned off and line pressure is supplied to the hydraulic servo B-2. This process is similar to the 2-3 shift shown in FIG.

[2nd co-step 9: In the 2nd speed state, the accumulator 54 has completed accumulating pressure.

[At the time of 2-3 shift] Step 10: At this point, the gear in the gear transmission is in the 2nd gear.
remains at high speed.

(1) The solenoid valve 82 is turned off, and the second shift valve 30
becomes a stopped state in third gear.

(2) Since oil pressure is supplied to the hydraulic servo B-1 of the brake B1 with the solenoid valve S4 in an OFF state, line pressure is supplied, and the stroke time of the piston can be shortened. When the piston stroke is completed, the process moves to step 11.

(3) Although the supply of hydraulic pressure to the hydraulic servo B-2 is cut off by the second shift valve 30, the hydraulic pressure in the hydraulic servo 13-2 is maintained at a predetermined value by the accumulator 54 and the orifice C. .

Step 11: Gear shifts from 2-3 to 1 to lux phase (1) Solenoid valve S4 starts duty operation and brake B1 starts engaging. As the torque of brake B1 increases, the reaction force of brake B2 decreases. When the brake 821-lux is zero, the process moves to step 12.

(2) The oil pressure in the hydraulic servo B-2 is still maintained, and the torque greater than the reaction torque to the brake B2 is ensured.

Step 12: When the gear is in 2-3 shift 1-inertia phase (1
) After making sure that the reaction torque of the brake B-2 becomes zero, the solenoid valve S3 is turned OFF, so that the hydraulic pressure in the hydraulic servo B-2 is discharged at once via the manicoal valve 10.

(2) At the same time, the solenoid pressure of the solenoid valve $3 is supplied via the second shift valve 30 in the oil chamber at the left end in the figure of the accumulator relay valve 60, and the solenoid pressure of the solenoid valve $3 is supplied to the first and second spool valves 61.
and 62 are both displaced to the right.

For this purpose, the hydraulic servo [3-2 and the accumulator 54
(In conjunction with item 1), the hydraulic pressure PB-2 in the hydraulic servo B-2 will be discharged instantaneously. Therefore, the brake B2's 1 to 1 torque range will instantly become zero. It can be done.

(3) Due to (1) and (2), the A7 rear CRI becomes free to rotate and starts the inertia phase.

(4) The hydraulic servo B-i continues to adjust the pressure, and the ring gear S1 continues to be engaged while rotating, gradually reducing the rotation of $1, and finally stops.

(5) Correspondingly, the carrier CRI increases its rotation and is synchronized with the rotation at the second speed at the same time as the ring gear S1 stops.

(6) Therefore, in this step and the next step 13, the torque and rotational fluctuations all depend on the brake B1, and the pressure regulation characteristics of the hydraulic pressure in the hydraulic servo B-1 are very important. It can be seen that the shift shock is controlled by smoothly supplying the hydraulic pressure PB-2 in the hydraulic servo B-1.

(7) In (2), both the spools 61 and 62 of the accumulator relay valve 60 move to the right, and at the same time the accumulator relay valve 60 connects the hydraulic servo [3-1 and 7 accumulator 54, and the accumulator 54 re-accumulates pressure. Start.

Step 13: Shifting is completed when the gear reaches 3rd speed. The solenoid valve 84 is maintained in duty operation to provide a margin.

[Third speed completion co-step 14: Third speed is completed and the accumulator 54 completes pressure accumulation.

[3-4 Shift] Step 15: At this point, the gear remains in the third speed state.

(1) The solenoid valve S1 is ONL, and the first shift valve 20 is in the fourth speed state.

(2) Hydraulic pressure is supplied to clutch C1 by solenoid valve S4
The stroke time can be shortened because the line pressure is supplied because the stroke is performed while the is off. When the stroke is completed, the process moves to step 16.

(3) Although the supply of hydraulic pressure to the hydraulic servo B-1 is cut off by the second shift valve 30, the hydraulic pressure in the hydraulic servo B-1 is maintained at a predetermined value by the accumulator 54 and orifice B.

Step 16: During the 3-zl shift torque phase (1) Solenoid valve S4 starts decoating operation and clutch C2 starts engaging. As the torque of clutch C2 increases, the reaction force 1 to torque of brake B1 decreases. When the brake 811-lux is zero, the process moves to step 17.

(2) Hydraulic pressure The hydraulic pressure in the servo B-1 is still maintained, and the torque greater than the reaction force of the brake B1 by 1-lux is ensured.

Step 17: When gear is in 3-4 shift inertia phase (1)
Watch for the reaction torque of brake B1 to become zero,
By turning on the solenoid valve S3, the hydraulic pressure PB~1 in the hydraulic servo B-1 is discharged via the first shift 1~valve 20.

(2) At the same time, the solenoid pressure applied to the accumulator relay valve 60 by the solenoid valve S3 is 17ik, so the first spool 61 and the second spool 62 are separated into left and right sides. Therefore, the communication between the oil in the hydraulic servo B-1 and the accumulator 54 is cut off.
The ejection of -1 is instantaneous.

Therefore, the 1 to 1 torque of the brake B1 becomes zero instantaneously.

(3) Due to (1) and (2), the ring gear S1 becomes free to rotate and starts the inertia phase.

(4) The 02 pressure continues to be regulated and continues to be engaged while rotating the ring gear S1. -C Gradually increases the rotation of the ring gear S1, and finally becomes one body and enters the fourth speed state.

(5) Therefore, the oil pressure in clutch C2 in this step and step 16 is very important for shock control.

Step 18: When the gear reaches 4th speed, the shift is completed and the solenoid valve S4 is set to
operation is maintained.

[￥54 speed J Step 19: The fourth speed state is completed.

In either case, the process of supplying hydraulic oil to a predetermined hydraulic servo and discharging pressure is the same, and the roles are set as follows.

Solenoid 514 - Shock control [L - Smoothly controls the supply pressure of the engagement clutch or brake during gear change using the lever valve.

Accumulator 54 + Orifice A, B, C When shifting, the pressure of the released clutch and brake is maintained at a constant level.

Solenoid S3 + Timing Valve 50 After the torque phase of the shift is completed, the accumulator is quickly discharged and the clutch brake is released quickly.

In the above embodiment, a spool valve is used as the oil passage switching valve, but the configuration of the spool valve is not limited to the embodiment described in L, and an oil passage VJ switching valve other than the spool valve may be used. Of course, the gear transmission may also be a gear transmission other than a planetary gear transmission.

[Brief explanation of drawings]

FIG. 1 is a schematic diagram of a gear train of a conventional vehicular automatic transmission with four forward speeds and one reverse speed, and FIG. 2 is a skeletal diagram of a gear train of a conventional vehicular automatic transmission with four forward speeds and one reverse speed. Figure 3 shows the changes in rotational speed, transmitted torque, and pressure in the hydraulic servo during shifting in the conventional automatic transmission control system for vehicles.
The graphs, FIG. 4, FIG. 5, and FIG. 6 show the rotational speed and transmission 1 during shifting in the control device for a vehicle automatic transmission of the present invention.
Herck, Graph showing changes in oil pressure in a hydraulic servo, No. 7
The figure is a hydraulic circuit diagram of a control device for a vehicle automatic transmission according to the present invention, and FIG. 8 is a hydraulic circuit diagram of a control device for a vehicle automatic transmission according to the present invention, and FIG. It is a graph showing changes in oil pressure. In the figure 10... Manual valve 20... First shift valve 30... Valve to second shift I 41... Shock control valve 50... Timing valve 60... Accumulator relay valve 100... Hydraulic control device for automatic transmission 200...Electronic control device for automatic transmission 11
0... Automatic transmission mechanism 400... Boost adjustment mechanism 50
0... Step-down adjustment mechanism 600... Accumulator relay mechanism Sl, B2, B3, B4... Solenoid valve [31, B2, B3... Brake C1,
C2...Clutch B-1, B-2, B-3, C, -
1, C-2...Hydraulic servo agent Kenji Ishiguro Figure 3 Figure 4 Figure 5 Figure 6 to t+ht3t4 Procedural amendment April 20, 1980 Patent Application No. 245806 2 of 1983, Invention Name: Control device for automatic transmission for vehicles 3, relationship with the amendment case Patent applicant address: 10 Takane, Fujii-cho, Anjo City, Aichi Prefecture Name: Masashi Nishimura, Representative of Aisin Warner Co., Ltd.

Claims (1)

[Scope of Claims] 1) A multi-stage gear transmission in which gears are changed by selective engagement of frictional engagement elements each operated by a hydraulic servo; a hydraulic power source; between the hydraulic power source and the hydraulic servo; multiple hydraulic switching valves operated manually or automatically,
d3 and a plurality of solenoid valves for controlling the oil passage control valve, and supplying and discharging hydraulic oil to each of the hydraulic servos; and electronic control for controlling the solenoid valves according to vehicle running conditions. In the control device for a vehicle automatic transmission, the hydraulic control device includes a plurality of shift valves that are oil path switching valves, and two solenoid valves S1 that control the plurality of shift valves.
and an automatic transmission consisting of an accumulator and an accumulator, which is installed between each of the hydraulic servos and the accumulator, and selectively connects a given hydraulic servo to a hydraulic source or train boat. A mulletator relay mechanism consisting of a mulletator relay valve, a J5J, and a solenoid valve that controls and covers the mulletator relay valve according to vehicle running conditions, and a hydraulic servo that discharges pressure to achieve each gear. Adjust the release timing of a friction engagement element consisting of one oil passage switching valve that switches communication with the drain boat d5 with a throttle and the drain boat without a throttle, and a solenoid valve S3 that controls the one oil passage switching valve. A control device for an automatic transmission for a vehicle, characterized in that it is equipped with a shift timing mechanism. 2) A multi-stage gear transmission in which gears are changed by selective engagement of +1 engagement elements, each operated by a hydraulic servo. and a hydraulic source, a plurality of manually or automatically operated oil passage switching valves provided between the hydraulic pressure source and the hydraulic servo, and a plurality of solenoid valves for controlling the oil passage switching valves, A control device for a vehicle automatic transmission comprising a hydraulic control device that supplies and discharges hydraulic oil to each of the hydraulic servos, and an electronic control device that controls the solenoid valve according to vehicle running conditions, the hydraulic control device is a plurality of shift valves that are oil passage switching valves, and two solenoid valves $1 that control the plurality of shift valves.
and S2, an accumulator, and an accumulator relay valve provided between each hydraulic servo and the accumulator to selectively communicate a predetermined amount of oil to the hydraulic source or train boat. and an accumulator relay mechanism consisting of a solenoid valve that controls the accumulator relay valve according to vehicle running conditions, and an accumulator relay mechanism that is provided between the hydraulic servo and the hydraulic source, and adjusts the degree of communication between the hydraulic source, the hydraulic servo, and the drain port. and a solenoid valve S4 which is duty-controlled and controls the one oil passage switching valve, and a hydraulic servo single pressure adjustment mechanism that adjusts the engagement timing of the gap engagement element. A vehicle automatic changer characterized by having a value of
l Several control devices.