JPS60241558A - Automatic speed change gear for car which is equipped with creep preventing means - Google Patents

Abstract

PURPOSE:To permit the rapid creep recovery operation by always supplying the pressure lower than the engage pressure into a frictional engagement means when creep preventing operation is performed. CONSTITUTION:A creep preventing valve 52 which consists of a valve piece 53 which operates according to the differential pressure between an input oil pressure and a throttle pressure, throttle passage equipped with a throttle valve 54 which always communicates to an input oil passage and an output oil passage, and a feedback oil passage 67 is installed between the first-speed clutch 14 and an oil passage 45. Therefore, the pressure lower than the engage pressure Pe is always supplied into the first-speed clutch 14, even if creep preventing operation is performed, and the rapid creep recovery operation can be speedily executed.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a vehicular automatic transmission equipped with a creep prevention means, and more particularly to a vehicular automatic transmission equipped with an improved creep prevention means that has good responsiveness in a creep recovery operation.

In a vehicle equipped with an automatic transmission, when the vehicle is stopped with the gear shift lever in the forward position, the drag torque of the torque converter used in the automatic transmission causes the vehicle to move against the driver's will. There is a so-called creep phenomenon in which the vehicle tries to move forward.

This creep force imposes a torque load on the engine during idling, which is undesirable from a fuel economy perspective.
It is preferable to cut off the power transmission between the engine and the tires and reduce the opening degree of the engine throttle valve accordingly to ensure economy. It is also known that the creep prevention device used for this purpose also reduces vibrations during engine idling operation, and this effect is particularly noticeable in front-wheel drive vehicles.

In order to prevent creep, the transmission torque capacity of the frictional engagement element for starting, that is, the first gear clutch, is substantially based on O.
However, this capacity must be restored in response to the throttle being depressed the next time the vehicle starts moving. Especially when starting suddenly, this recovery speed must be as fast as possible; otherwise, the first gear clutch will engage after the engine speed has increased, causing an unpleasant shock and accelerating clutch wear. That will happen. In this way, in order to increase the internal pressure in the first gear clutch in response to the throttle depression, the pressure in the first gear clutch should not be reduced to 0 even during creep prevention, but should be kept within the first gear clutch. It is known that it is desirable to set the pressure as close as possible to and lower than the pressure that causes the clutch to engage against the return spring (this is called the engagement pressure P).

However, considering the manufacturing tolerances of the return spring of the first gear clutch and the processing tolerances of the parts that house it, this engagement pressure P. Therefore, it is difficult to accurately set the first gear clutch pressure during creep prevention as described above. The opening theme was that the cost would be higher.

In view of the drawbacks of the prior art, the main object of the present invention is to provide a vehicular transmission equipped with a creep prevention means that can adjust the hydraulic pressure of the first gear clutch during creep prevention. It's about providing.

Such an object, according to the invention, includes a hydraulic torque converter, a gear train for transmitting the output torque of said torque converter, and a hydraulic actuation for controlling the power transmission capacity of said gear train. Equation #: In an automatic transmission for a vehicle comprising a combination/combination means and a creep prevention means for variably controlling the power transmission capacity of the frictional engagement means from substantially O to a predetermined value, the creep prevention means is jIt is connected in series to a pipe line that supplies hydraulic pressure to the frictional engagement means. a valve body that opens and closes communication between the input oil passage and the output oil passage in response to a pressure difference; a throttle passage that constantly communicates the input oil passage and the output oil passage; A feedback oil passage is provided that can communicate a discharge oil passage and an output oil passage by a movement that starts to close the oil passage, and when the creep prevention valve closes the input oil passage, a predetermined oil pressure is applied to the output oil passage. This is achieved by providing an automatic transmission for a vehicle, which is characterized in that the automatic transmission is adapted to be maintained.

In this way, by making the operating pressure of the first speed clutch adjustable during creep prevention, the engagement pressure P can be adjusted to compensate for some dimensional errors. Even if there is an error in the setting value of 42, it is possible to correct it by post-adjustment, and to facilitate the production of a vehicle transmission equipped with such a falsification prevention means and to reduce its production cost. becomes possible.

The invention will now be described in detail with reference to specific embodiments and with reference to the accompanying drawings.

FIG. 1 shows the outline of an automatic transmission for an automobile with four forward speeds and one reverse speed to which the present invention is applied. The output of the engine 1 is transmitted from the crankshaft 2 through the hydraulic torque converter 3 to the gear transmission 4 and the differential W15 in order to drive the drive wheels 6,6'.

The torque converter 3 includes a pump impeller 7 connected to the crankshaft 1, a turbine blade 9 connected to the input shaft 8 of the gear transmission 4, and a stator shaft relatively rotatably supported on the input shaft 8. 10 and a stator pulley 12 connected via a one-way latch 11. The torque transmitted from the crankshaft 2 to the pump wheel 7 is hydrodynamically transmitted to the turbine I! The torque is transmitted to the vehicle 9, and during this time, the torque is amplified. In a known manner, the stator wheel 12 bears the reaction forces generated in this case.

A pump drive gear 13 for driving a hydraulic pump 36 shown in FIG. 2 is also attached to the pump impeller 7, and a regulator valve 38 shown in FIG.
A data arm 1Qa is fixedly installed to control the data arm 1Qa.

Between the input and output shafts 8 and 18 of the gear transmission I14, which are parallel to each other, there are a first speed gear train G1 and a second speed gear train G on the lowest speed side.
2. Third speed gear train G3 and fourth speed gear train G on the highest speed side
4 and reverse gear train Gr are provided in parallel.

The 1i11th vehicle train G1 includes a driving gear 15 that can be connected to the input shaft 8 via a first gear clutch 14, and a driven gear that meshes with the gear 15 and can be connected to the output shaft 18 via a one-way clutch 17. It consists of a gear 16.

The second speed gear train G2 includes a drive gear 21 that can be connected to the input shaft 8 via a second speed clutch 22, and a driven gear 23 that is fixed to the output shaft 18 and meshes with the drive f#I' 121.
It consists of

The third speed gear train G3 is fixed to the input shaft 8:9. The drive gear 24 is made up of a driven gear 24 and a driven gear 25 that meshes with the drive gear 24 and is connectable to the output shaft 18 via a third gear clutch 26.

The fourth gear train G4 includes a drive gear 27 that can be connected to the input shaft 8 via a fourth gear gear 28, a driven gear 29 that meshes with the drive gear 27, and a driven gear 29 that is fixed to the output shaft 18. the reverse hub 31 , the driven gear 29 and the reverse hub 3
1 and a reverse selector 30 that selectively connects the two.

Further, the reverse gear train G is the driving gear 2 of the fourth speed gear train G4.
7, such as a drive gear 32 provided integrally with the drive gear 3.
2 and an idle gear 33 meshing with the idle gear 33;
It consists of a driven gear 34 which is in mesh with each other and can be connected to the reverse hub 31 via the reverse lever 30.

The reverse selector 30 has 29.34 of the driven teeth.
By shifting the reverse selector 30 to the forward position l on the left side or the reverse position l on the right side in FIG. It can be selectively coupled to the output shaft 18 . Further, the one-way clutch 17 transmits only the driving torque transmitted from the engine 1 toward the output shaft 18, and does not transmit torque in the opposite direction.

Therefore, when the reverse selector 30 is held in the forward position as shown, connecting only the first gear clutch 14 connects the drive gear 15 to the input shaft 8 and connects the first gear clutch 14 to the first gear.
A speed gear train G1 is established, and torque is transmitted from the input shaft 8 to the output shaft 18 via this gear train G1. Next, if the second gear gear 22 is connected while the first gear gear 14 is connected, the drive gear 21 is connected to the input shaft 8 and a second gear train G is established. Torque is transmitted from shaft 8 to output shaft 18 . At this time, the first speed clutch 14 also remains engaged, but the one-way clutch 1
7, the second speed gear train G2 is established without the first speed gear train G1 transmitting torque.

In the third and fourth gears, the first gear clutch 14 remains engaged in the same manner as described above, but the one-way clutch 17 causes the first gear train G1 to transmit 1 to 1 torque. do not. That is, when the second speed clutch 22 is released and the third speed clutch 26 is connected, the driven gear 25 is connected to the output shaft 18 and the third speed gear train G3 is established. Also, if the third speed clutch 20 is released and the fourth speed clutch 28 is connected,
The drive gear 27 is connected to the input shaft 8 and the fourth gear tooth row G4 is connected to the input shaft 8.
is established.

Furthermore, if the reverse selector 30 is moved to the right in FIG.
8, a reverse gear train Gr is established, and this gear train G,
Reverse l·ruke is transmitted from the input shaft 8 to the output shaft 18 via.

The torque transmitted to the output shaft 18 is transmitted from the output gear 19 provided at the end of the output shaft to the large diameter gear 20 of the differential gear 5.

FIG. 2 shows a simplified hydraulic circuit of an automatic transmission for a vehicle in which the creep prevention means according to the present invention can be used. The hydraulic pump 36 sucks up hydraulic oil from the oil tank 35 and pumps it into the hydraulic oil passage 37. A part of this pressure oil is supplied to the torque converter 3 via the regulator valve 38, and since the regulator valve 38 is controlled by the stator arm 10a, the 1-lux is supplied to the torque converter 3 according to the load of the torque converter 3 in order to prevent cavitation. The inside will be covered under pressure. Further, this pressure oil is regulated to a predetermined pressure by the function of the regulator 38, and is supplied to the line oil pressure Pl in the hydraulic oil passage 37.
Supplied as. Line oil pressure P1 is the throttle valve 41
is supplied to the manual valve 39 and governor valve 42.

The throttle valve 41 is of a known type and outputs a throttle pressure proportional to the throttle opening to the output oil passage 46. The governor valve 42 is also of a known type, and has a hydraulic pressure according to the rotational speed of the large diameter gear 20 of the differential device 5.
That is, a governor pressure proportional to the vehicle speed is outputted to the output oil passage 47. These throttle pressure and governor pressure are the 1st and 2nd pressures, respectively.
Speed shift 1-valve 43, 2nd-3rd speed shift valve 48, and 3rd-speed shift valve 43
Each end of the four-speed shift valve 50 is provided to control the movement of the valve discs of these shift valves.

From the hydraulic oil passage 37 to the hydraulic oil passage 4 via the manual valve 39
Based on a predetermined shift pattern, the line oil f1- supplied to 0 is applied to the first gear clutch 14, second gear clutch 22, third gear clutch 26, and fourth gear clutch 28 according to the throttle pressure and governor pressure. , or selectively supplied to the actuator of the reverse selector 30. Generally, when the vehicle is started, the line oil pressure in the oil passage 40 is outputted only to the first gear clutch 14 via the oil passages 45 and 14a, establishing only the first gear train G1.

When the vehicle reaches a certain speed, the line oil pressure is applied not only to the first gear clutch 14, but also through the first-second gear shift valve 43, the second-third gear shift 1 to valve 48, and the oil passage 22a. is also supplied to the second speed clutch 22, and the second speed gear train G2
is established. When the vehicle speed further increases, the 2nd-3rd speed shift 1 valve 48 is also shifted, the oil pressure of the 2nd speed clutch 22 is removed from the discharge oil passage 49, and the line oil pressure Pf! is supplied to the third speed clutch 26 via the third-fourth speed shift valve 50 and the oil passage 26a, and the third speed gear train G3 is established. When the vehicle speed further increases, the 3rd-4th gear shift valve 50 also shifts, and the oil pressure of the 3rd gear clutch 26 is discharged from the discharge oil passage 51, and the line oil pressure P1 is supplied to the 4th gear clutch 28 from the oil passage 28a. , the fourth speed gear train G4 is established.

The hydraulic circuit of such a vehicle automatic transmission is well known, and detailed explanation thereof will be omitted.

A creep prevention valve 52 is connected between the oil passage 45 and the oil passage 14a. The valve body 53 of the creep prevention valve 52 has a pressure receiving area at its upper end larger than a pressure receiving area at its lower end. The middle part of the valve body 53 has an even smaller diameter, and an annular cavity 62 is defined on its outer periphery, and two of these cavities are defined on the lower side of the valve body 53 through a small hole 55. It communicates with the working chamber 61. A spring chamber 60 is located at the upper end of the valve body 53.
a spring 5 received in the spring chamber 60.
8, the valve body 53 is always urged downward. The upper end of the spring 58 is in contact with an adjusting screw 65, and the spring force of the spring 58 can be adjusted by screwing the adjusting screw 65 up and down. 65a is a lock nut for fixing the spring 58 at an arbitrary adjustment position;
5b is a removable guard for protecting the spring 58]
They are boots.

From the input oil passage 45 of the creep prevention valve 52 to the bypass oil passage 6
9 branches, and is constantly communicated with the output oil passage 14a of the creep prevention valve 52 via the filter 64 and the throttle valve 54. M1=The spring chamber 60 of the creep prevention valve 52 is rear ri2'
It is always in communication with the output oil passage 59 of the rJ switching valve 70.

A feedback oil passage 67 branches off from the oil passage 14a and communicates with the discharge passage 63 of the creep prevention valve 52 via the solenoid valve 56 and the oil passage 66 so as to be openable and closable by the valve body 53.

The solenoid valve 56 is connected to a brake sensor 81, a vehicle speed sensor 82, and a water shortage sensor 83 via an AND circuit 80. These sensors 81 to 83 determine the conditions for generating the creep prevention function, and the brake sensor 81 outputs a high-level signal when the brake pedal is depressed, and may be a brake light switch, for example, and the vehicle speed sensor 82 may be composed of a magnet and a reed switch driven by a speedometer cable, for example, which outputs a high level signal when the vehicle speed is below a reference value, and water temperature sensor 83 outputs a high level signal when the vehicle speed is below a reference value. For example, it may be composed of a thermoferrite and a reed switch, which outputs a high level signal when . Generally, this reference value may be a temperature of 0° C. or less.

In any case, when the brake pedal is depressed, the vehicle speed is below the reference value, and the engine water temperature is above the reference value, the output of the AND circuit 80 becomes high level, and the solenoid valve 56 is energized. The plunger 57 assumes the upper position shown in FIG. Reach a closed age.

The valve body 71 of the switching valve 70 is constantly urged to the left in the drawing by a spring 72. The right side of the valve body 71 is connected to a discharge oil passage 78 and forms a pump chamber 77, and the left side of the valve body 71 is a conduit that supplies throttle pressure through a parallel circuit of a throttle valve 73 and a check valve 74. A working chamber 76 is formed which communicates with 46. Further, the central portion of the valve body 71 has a small diameter, and an annular cavity 71a is defined around its outer periphery.

Therefore, when the throat pressure is not supplied from the pipe line 46, the valve body 71 is held at the left side position from the biasing horn of the spring 72, so that the oil passage 59 connects the annular cavity 71a and the branch oil passage 79. It is in complete communication with the oil passage 46 via the oil passage 46.

When throttle pressure is supplied from the oil passage 46, the check valve 74 is opened to introduce throttle pressure into the working chamber 76.
As a result of the hydraulic oil in the spring chamber 77 being discharged from the discharge oil passage 78 (-line margin), the valve body 71 moves to the right as shown in FIG. valve 75
At the same time, the line hydraulic pressure supplied from the oil passage 45 is also supplied to the oil passage 59 through the annular cavity 171a. Since the line oil pressure P1 supplied from the oil passage 45 is higher than the throttle pressure supplied from the oil passage 46, the line oil pressure PR supplied from the oil passage 45 closes the check valve 75. Therefore,
Pilot pressure Pt of oil passage 45 without consuming almost any throttle pressure! can be transmitted to the oil passage 59.

That is, when the throttle pressure from the oil passage 46 rises, the switching valve 70 uses the throttle pressure supplied from the oil passage 46 as a pilot signal to change the line oil pressure Pj! of the oil passage 45! It has the function of outputting to the oil passage 59.

Next, when the throttle pressure is lost from the oil passage 46, the hydraulic oil in the working chamber 76 is gradually discharged only through the throttle valve 73, so the valve body 77 gradually moves to the left, and finally In this case, the communication between the oil passage 45 and the oil passage 59 is cut off.

Next, the operating procedure of the vehicle transmission equipped with the creep prevention means according to the present invention will be explained, particularly regarding the creep prevention valve 52 thereof.

First, when the brake pedal is depressed, the medium speed is below the MtP value, and the engine water temperature is below the base value, that is, under conditions where it is desirable for the creep prevention state to occur, The solenoid valve 56 is energized, and the plunger 5
7 is in the upper or open position.

In this case, if no throttle pressure is generated in the oil passage 46, the pressure in the spring chamber 60 of the throttle prevention valve 52 is low, so the line oil pressure P1 supplied from the oil passage 45 is
Since it acts directly on the lower end of the valve body 53 through the oil passage 69, the valve body 53 moves upward. However, when the valve body 53 moves upward to some extent, the oil passage 66 communicating with the oil passage 14a comes to communicate with the discharge oil passage 63, and at that time the input oil passage 45 is closed by the valve body 53, and the oil passage 66 communicating with the oil passage 14a comes to communicate with the discharge oil passage 63. Since the line hydraulic pressure applied to the lower end of 53 is only supplied through the throttle valve 54 of the oil passage 69, the annular cavity 62, and the small hole 55, the valve body 53 is in a balanced state at the position shown in FIG. becomes.

That is, when the valve body 53 moves upward from the position shown in FIG. Due to the lowering, the valve body 53 moves downward and returns to the balanced position shown in FIG.

On the other hand, if the valve body 53 is located below the position shown in FIG. It rises rapidly and returns to the equilibrium position also shown in FIG. At this time, the engagement pressure P is maintained in the oil passage 14a.

is set to a pressure value that does not reach the engagement of the first speed clutch 14, so the first speed clutch 14 is in a disengaged state and a creep prevention state is achieved.

This engagement pressure pe is determined by the pressure receiving area of the lower end of the valve body 53,
J is determined by the line oil pressure, the spring force of the spring 58, etc.

In fact, if the coil spring 58 is compressed by screwing in the adjustment screw 65, the engagement pressure P8 will increase, and conversely, if the adjustment screw 65 is screwed back, the spring force will be weakened and the J IfP becomes low.

When throttle pressure is generated in the oil passage 46, the line oil pressure P1 is also supplied from the oil passage 45 through the switching valve 70@ to the oil passage 59 as described above, so that the line oil pressure PR is changed from the control bow 1-68. It is also introduced into the spring chamber 60, and due to the difference in pressure receiving area between the upper and lower ends of the valve body 53 and the action of the spring force of the spring 58, the valve body 5 quickly descends. In this case, the input oil passage 45 is completely communicated with the output oil passage 14a, so that a creep recovery state is realized.

Next, consider the case where solenoid valve 56 is demagnetized and plunger 57 is in the lower, ie, closed, position.

If throttle pressure is not generated in the oil passage 46,
As mentioned above, since the pressure in the five oil passages is low, the line oil pressure Pβ supplied from the oil passage 45 is directly supplied from the input oil passage 45 of the creep prevention valve, or via the bypass oil passage 69, and is transferred to the annular cavity 62 and the small hole. 55 to the working chamber 61 and acts on the lower end of the valve body 53, so that the valve body 53 moves upward and assumes the upper position shown in FIG. In this state, the input oil passage 45 is closed by the valve body 53, so the line oil pressure is applied to the throttle valve 54 of the bypass oil passage 69.
, is supplied to the working chamber 61 through the annular cavity 62 and the small hole 55. However, unlike the above case, since the hydraulic pressure of the oil 14a is not discharged through the oil passage 67, the engagement pressure P is applied to the first speed clutch 14. Higher line oil pressure P
1 is supplied. Therefore, the creep recovery state is not realized.
Ru.

When throttle pressure is generated in the oil passage 46, the line oil pressure Pj! is supplied from the oil passage 59 to the spring chamber 60 via $111 baud (-68), as described above.
Due to the difference in pressure receiving area between the upper and lower ends of the valve body 53 and the action of the spring force of the spring 58, the valve body 53 quickly descends. Also in this case, since the input oil passage 45 is always in communication with the output oil passage 14a, the creep recovery state continues.

Furthermore, consider the case where the brake pedal is released during the creep prevention operation and the creep is restored. During the creep prevention operation, the valve body 53 of the creep prevention valve 52 is in the upper position, as shown in FIG. At this time, the brake pedal is released, the solenoid valve 56 is demagnetized,
When the brunge 57 closes the feedback oil passage 67,
Line oil pressure Pf! is supplied to the oil passage 14a through the throttle valve 54 of the bypass oil passage 69, so the operating pressure of the oil passage 14a gradually increases to the engagement pressure P without the valve body 53 moving downward. will exceed.

In this way, creep recovery takes place gradually.

However, when the throttle pedal is depressed, the line oil pressure Pj2 is quickly introduced from the control boat 68 into the spring chamber 60 as described above, so the valve body 53 immediately moves downward in accordance with the speed at which the throttle pedal is depressed. , it becomes possible to rapidly increase the pressure within the oil passage 14a.

When the solenoid valve 56 is energized as described above,
When the throttle pressure increases by depressing the throttle pedal, the spring chamber 60 of the creep prevention valve 52 is increased in proportion to the throttle opening in the initial stage of depressing the throttle pedal due to the function of the switching valve 70 described above. The operating pressure of the first speed clutch 14 also gradually increases until it reaches the line oil pressure P1. At this time, since the creep recovery operation is performed by directly moving the valve body 53 of the creep prevention valve downward using line oil pressure, good responsiveness during a sudden start can be maintained.

On the other hand, if you suddenly release the throttle pedal, if the creep is removed immediately, the energy stored in the engine and 1-transmission mount rubber will be released all at once, resulting in a large shop, so remove the creep. It is preferable to do this after some time has passed and the engine rotational speed has sufficiently decreased. As described above, when the switching valve 70 moves from the open position shown in FIG. 4 to the closed position shown in FIG.
6, the creep recovery operation is performed slowly, and the above-mentioned inconvenience is avoided.

As described above, according to the present invention, even when performing the creep prevention operation, the engagement pressure P remains in the first gear clutch 14. Since a pressure lower than

In particular, when the brake pedal is released, the creep is gradually restored by the function of the anti-creep valve 52, and no shock is generated. On the other hand, when the throttle pedal is suddenly depressed, the creep is quickly suppressed. can be revived.

Conversely, when the throttle is returned to shift to the creep prevention state, the creep prevention operation gradually occurs due to the function of the switching valve 70 described above, and no shock is caused.

Furthermore, if the solenoid valve 56 fails and the plunger 57 is held in the lower position, the creep@active state is maintained at all times; If held in
As described above, the creep prevention effect is obtained in response to changes in the throttle pressure of the oil passage 46, and in any case, no particular trouble is caused.

Furthermore, according to the present invention, the creep prevention valve 52 and the switching valve 70
Since only one oil passage 59 is needed to connect the transmission, the switching valve 70 can be installed inside the transmission, and the creep prevention valve 52 with a solenoid and adjustment mechanism can be installed separately on the outside of the transmission. It becomes easier.

Although the present invention has been described above with reference to specific embodiments, various other embodiments are possible. For example, in the above embodiment, the first
Although the operating pressure of the speed clutch 14 is not allowed to flow into the throttle oil passage at all, it is possible to flow a small flow rate within a range that does not disturb the throttle pressure, and it is possible to perform switching that does not require much responsiveness, for example, by applying It can also be used for switching between the 3rd and 4th speed ranges as shown in the figure. In this case, this can be easily handled by drilling a small diameter through hole, for example, about 0.5 m in diameter, in the axis of the valve body 71 of the switching valve 70.

Furthermore, the type of creep prevention valve is not limited to one that isolates the first speed clutch from the hydraulic power source as shown in this embodiment, but is also shown in Japanese Patent Application No. 111i1, No. 173,610/1983, filed by the same applicant. The present invention is equally applicable to such a type in which the oil passage supplying the working pressure of the first speed clutch is bypassed to the hydraulic tank.

[Brief explanation of drawings]

FIG. 1 is a skeleton diagram showing a power transmission path of a vehicle automatic transmission equipped with creep prevention means according to the present invention. FIG. 2 is a circuit diagram schematically showing a hydraulic circuit for a vehicle automatic transmission equipped with creep prevention means according to the present invention. FIG. 3 is a partial view of the anti-creep valve of FIG. 2 with the valve body in a creep-preventable position. FIG. 4 shows the diverter valve of FIG. 2 in the open position and is identical to the first section. 1... Engine 2... Crankshaft 3... Torque converter 4... Gear transmission 5... Differential device 6.
6'...Wheel 7...Pump m1ll! 8... Input shaft 9... Rotor impeller 10... Stator shaft 11.
... One-way clutch 12 ... Stator impeller 13 ...
Pump drive gear 14...First speed clutch 15...Drive gear 16...Driven gear 17...One-way clutch 18...Output shaft 19...Output gear 20...Large diameter gear 21 ... Drive gear 22 ... 2nd speed gear 2
3... Driven gear 24... Drive gear 25... Driven gear 26... Third speed clutch 27... Drive gear
28... 4th speed clutch 29... Driven gear 30.
・Reverse selector 31 ・Reverse hub 32 ・
... Drive gear 33... Idle gear 34... Driven gear 35... Oil tank 26... Hydraulic pump 37.
...Oil line 38...Regulator valve 39...Manual valve 40...Oil line 41...Throttle valve 42
... Governor valve 43... 1st-2nd speed shift] Valve 45, 46, 47... Oil passage 48... 2nd-3rd speed shift valve 49... Discharge oil passage 50... 3rd-4th speed shift valve 51...Drain oil path 52...Creep prevention valve 53.
... Valve body 54 ... Throttle valve 55 ... Small hole 56 ... Solenoid valve 57 ... Plunge 11 58 ... ] Illumination spring 59 ... Oil passage 6
0... Spring chamber 61... Working chamber 62... Annular cavity 63... Discharge oil path 64... Filter 65... Adjustment screw 65a
... Rock Nara 1-65b ... Guest boots 66.
... Bypass oil path 67 ... Feedback oil path 68 ... Control valves 1 to 70 ... Switching valve 71 ...
Valve body 71a...Annular cavity 72...Coil spring 7
3... Throttle valve 74.75... Check valve 76... Working chamber 77... Spring chamber 78... Discharge oil path 79...
Branch oil path 80...AND circuit 81...Brake sensor 82...Vehicle speed sensor 83...Water temperature sensor Patent applicant Honda Motor Co., Ltd. Representative Patent attorney Hito Shima - Figure 1 Figure 3 80 Figure 4 June 12, 1980 Kazuo Wakasugi, Commissioner of the Japan Patent Office 1. Indication of the case 1988 Patent Application No. 097266 2. Name of invention Automatic transmission for vehicle equipped with creep prevention means 3. Amendment Patent applicant name (532) Honda Motor Co., Ltd. 4, agent address Fujiwa Shiba, 5-30-1 Shiba, Minato-ku, Tokyo 0108
-B 202 4457-02246, number of inventions increased by amendment 0 (1) The scope of claims is amended as follows. Hydraulic operated friction for controlling the power transmission capacity of the 1 gear 11 gear for transmitting the output torque of the 1 gear and the 1 gear and the 1 gear. In an automatic transmission for a vehicle comprising an engagement means and a creep prevention means for variably controlling the power transmission capacity of the frictional engagement means from substantially O to a predetermined value, the creep prevention means It comprises a creep prevention valve connected in series to a conduit supplying hydraulic pressure to the means, and the creep prevention valve responds to a differential pressure between an input oil passage, an output oil passage, and at least the input oil pressure and the throttle pressure. a valve body that opens and closes communication between the input oil passage and the output oil passage; a throttle flow passage that constantly communicates the input oil passage and the output oil passage; and the valve body begins to close the input oil passage. a feedback oil passage capable of communicating a discharge oil passage and an output oil passage by movement, and configured to maintain a predetermined oil pressure in the output oil passage when the creep prevention valve closes the input oil passage. An automatic transmission for a vehicle, characterized in that: (2) the feedback oil passage is capable of being opened and closed in conjunction with the operation of a brake; Automatic transmission for vehicles.J (2) "Automatic transmission for one vehicle" on page 2, line 10 of the specification shall be amended to "automatic transmission for vehicle with fluid coupling." (3) Page 2, line 10 of the specification. Add "fluid coupling such as r" after "torque converter" in line 16. (4) Correct "hydraulic torque converter" in lines 19 to 20 of page 4 to "fluid coupling J." (5 ) Correct "torque converter" on the 20th line of page 4 to 1 fluid coupling j. (6) Correct "gear train" on the 1st line of page 5 to r m 11
A power transmission means consisting of a column, etc., and a correction group J. (7) "The gear train" in the first line of page 5 is corrected to "the power transmission means." (hereafter 1) (Voluntary) Procedural amendment August 14, 1985 Michibu Uga, Director General of the Patent Office1, Indication of the case 1982 Patent Application No. 0972662, Name of the invention Vehicle equipped with creep prevention means Automatic transmission 3, relationship with the amended case Patent applicant name (532) Honda Motor Co., Ltd. 4, agent address 1-8-66 Iidabashi, Chiyoda-ku, Tokyo 102
, Number of inventions increased by amendment 0 7. Subject of amendment Scope of claims and Detailed description of invention column of specification, Drawing 8, Contents of amendment As attached (Contents of amendment) (1) Patent The scope of claims is amended as follows. (1) A fluid coupling, a power transmission means for transmitting the output torque of the fluid coupling, a hydraulically operated friction engagement means for controlling the power transmission capacity of the power transmission means, and the friction engagement and a creep prevention means for variably controlling the power transmission capacity of the means from substantially O to a predetermined value, wherein the creep prevention means provides a conduit for supplying hydraulic pressure to the frictional engagement means. and a creep prevention valve connected in series to the input oil passage, the output oil passage, and the input oil passage and the output oil passage in response to a differential pressure between at least the input oil pressure and the throttle pressure. a valve body that opens and closes communication between the input oil passage and the output oil passage; a throttle passage that constantly communicates the input oil passage and the output oil passage; and a valve body that closes communication between the input oil passage and the output oil passage. a feedback oil passage capable of communicating a discharge oil passage and an output oil passage by movement, and configured to maintain a predetermined oil pressure in the output oil passage when the creep prevention valve closes the input oil passage. An automatic transmission for a vehicle, characterized in that: (2) the feedback oil passage can be opened and closed in conjunction with the operation of a brake; automatic transmission for a vehicle. (3) Correct "clutch operating pressure" in lines 19 to 20 of page 5 to "hydraulic pressure held in the clutch". (4) Correct "Post-adjust this" in the second line of page 6 to "J corresponding to this." (5) Correct "spring 58" in lines 6 to 7 of page 14 of the same page. (6) Correct “pilot pressure” on page 17, line 11 of the same page to “line oil pressure.” (7) Correct “throttle” on page 18, line 13 of the same page to “creep”. (8) Add "line oil pressure Pβ" after "from oil passage 45" on page 19, line 11 of the same page. (9) Add "line oil pressure Pβ" on page 19, lines 15, 20, and 20 of the same page. 1 Engagement pressure P in the 3rd line and 5th to 6th lines of the page is changed to ``Hydraulic pressure Pa.
Correct it as oJ. (10) After “pressure” on page 24, line 7, “Pac’
join. (11) Correct the figures 2 and 3 of the drawings as shown in the attached drawings. (hereinafter '2)

Claims (2)

[Claims] (1) A hydraulic torque converter, a gear train for transmitting the output torque of the torque converter, a hydraulically operated friction engagement means for controlling the power transmission capacity of the gear train, and the friction engagement means and a creep prevention means for variably controlling the power transmission capacity of the friction engagement means from substantially O to a predetermined value, wherein the creep prevention means is connected to a conduit for supplying hydraulic pressure to the frictional engagement means. It consists of a series-connected creep prevention valve, and the creep prevention valve has an input oil passage, an output oil passage,
a valve body that opens and closes communication between the input oil passage and the output oil passage in response to at least a differential pressure between input oil pressure and throttle pressure;
A throttle flow path that constantly communicates the input oil path and the output oil path, and a feedback oil path that allows the discharge oil path and the output oil path to communicate with each other when the valve body moves to begin closing the input oil path. The automatic transmission for a vehicle is characterized in that when the creep prevention valve closes the input oil passage, a predetermined oil pressure is maintained in the output oil passage. (2) The automatic transmission for a vehicle according to claim 1, wherein the feedback oil passage can be opened and closed in conjunction with the operation of a brake.