JPS59126118A - Hydraulic controller of automatic speed change gear for car - Google Patents

Abstract

PURPOSE:To permit rapid start at extremely low temperature and smooth start under the normal-use conditions by installing a flow-rate increasing mechanism for increasing the flow-rate of working oil at extremely low temperature into an oil feeding passage to a hydraulic servo. CONSTITUTION:A hydraulic controller 30 is equipped with a manual valve 36 for allowing an oil passage 201 to communicate to line-pressure feeding oil passages 205- 208, governor valve 37 for outputting the line pressure as governor pressure supplied from the oil passage 206, and a spool valve 381 into which a governor pressure is applied from one and a throttle pressure is applied from the other, and when the manual valve 36 is set at a D lens and 2 range, a spool 381 exhausts an oil passage 210 to realize the first speed. A working-oil flow-rate increasing mechanism 1 at extremely low temperature which is installed in a working oil feeding passage 206 communicating to the hydraulic servo 16 of a clutch C1 is constituted of a parallel-arranged oil passage 212, bimetal type check valve 3 which opens the valve port at below a set temperature, and a check valve 42 which allows only the communication to the hydraulic servo 16, and a detent pressure is applied in the same direction to the throttle pressure, and the sharp down-shift is generated, and the output-shaft torque of an automatic speed change gear is sharply increased.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a hydraulic control system for an IT-compatible automatic transmission that improves start response at extremely low temperatures.

When the manual lever is shifted from the neutral (N) or park (P) position to the drive (D> or reverse (R) position for starting after starting the engine, these D or R positions C will be engaged. The hydraulic oil supply oil path to the hydraulic servo of the frictional engagement element (clutch or brake) is usually provided with an orifice or an oil amount adjustment mechanism consisting of an orifice and an accumulator, and the frictional engagement occurs during N-D and N-R. These clutches or brakes are engaged smoothly because the shock caused by sudden engagement of the elements is reduced.However, in regions with extremely low temperatures of tens of degrees below zero, the viscosity of the hydraulic oil is extremely high!
, :Me, N-D, N-R shifts, it takes a long time for hydraulic oil to be supplied to a predetermined clutch or brake, resulting in a problem of poor driving sensation.

The object of the present invention is to be able to start quickly even at extremely low temperatures, and to be able to start smoothly under normal usage conditions.
The present invention provides a hydraulic control device for a vehicle automatic transmission.

Next, the present invention will be explained based on the embodiment shown in FIG.

Reference numeral 10 denotes an automatic transmission for a vehicle that combines a hydraulic torque converter 11 and a transmission 12 with four forward speeds and one reverse speed, and reference numeral 30 denotes a hydraulic control device that automatically shifts the automatic transmission according to vehicle running conditions. It is.

The transmission 12 includes a multi-disc clutch CO operated by a hydraulic servo 13 and a multi-disc brake BO operated by a hydraulic servo 14, and an A-bar drive device 15 for driving the fourth gear. Multi-disc clutch C1 operated by hydraulic servo 16, multi-disc clutch C2 operated by hydraulic servos 17 and 18, hydraulic servo 1
Multi-plate brake B1 operated by 9, hydraulic servo 20
and a multi-disc brake B3 operated by 21,
It consists of an underdrive device 22 for obtaining three forward speeds and one reverse speed.

The hydraulic control device 30 includes an oil reservoir 31, a mail pump 32 that is driven by the engine and discharges pressure oil from the oil reservoir 31 to the oil passage 201, and controls the oil pressure of the oil passage 201 according to vehicle running conditions such as vehicle speed and throttle level. A primary regulator valve 33 whose pressure is regulated to a line pressure, and surplus oil discharged from the primary regulator valve 33 to the oil passage 202 is pressure regulated according to vehicle running conditions to supply hydraulic oil to the converter 11, 1- A secondary line regulator valve 34 supplies lubricating oil to the transmission 12 and circulates hydraulic oil to the delta oil cooler, and regulates the line pressure supplied from the oil passage 201 according to the throttle opening of the J-engine. , a throttle valve 3 that outputs throttle pressure to the oil passage 203
5. It has a spool 361 that is linked to the shift lever provided on the driver's seat, and the P (park) and [) that are set by the driver.
(Reverse), N to neutral), D (drive), 2
The line pressure supply oil passage 205 to the oil passage 201 and the hydraulic servo etc.
- 208, a governor attached to the output shaft 23 of the automatic transmission and outputting the line pressure supplied from the oil passage 20'6 to the oil passage 204 as governor pressure corresponding to the output shaft rotation speed. The valve 37 has a spool 381 to which the governor pressure of the oil passage 204 is applied from one side and the throttle pressure of the oil passage 203 from the other side, and when the manual valve 36 is set to the D range and 2 range and LC, the governor pressure and the - When the spool 381 is set to the lower position in the figure due to equilibrium with the brake B1 pressure, the oil passage 210 connected to the hydraulic servo 18 of the brake B1 is depressurized via the 2-3 shift valve 39 and the oil passage 209, and is set to 1st speed. , 1-2 shift valve 38 which connects the oil passages 206 and 209 to engage the brake B1 and set the second speed when the spool is set upward in the drawing; similarly inputs cabana pressure and throttle pressure. Shi spool 391
When the spool is set to the lower position in the figure, the oil passage 210 is maintained at line pressure and the communication oil passage 211 to the hydraulic servo 1B of the clutch C2 is discharged to set the second speed, and when the spool is set to the upper position in the figure, the oil passage 209 A 2-3 jet valve 39 is connected to the oil passage 211 to engage the clutch C2 and release the brake B1 to set the third speed, and also includes a spool 401 that is displaced by the balance between the governor pressure and the throttle pressure. When the spool 401 is set to the lower position in the figure, the communication oil passage 212 to the hydraulic pressure V-bo 14 of the brake BO is evacuated,
Oil passage 20 to which line pressure is supplied via communication hydraulic pressure 213 and manual valve 33 to hydraulic servo 13 of clutch CO
When the spool is set upward in the figure, the oil passage 212 and the oil passage 201 are connected to engage the brake BO, and the oil passage 213 is evacuated and the clutch C is activated.
3-4 shift valve 40.2-3 to release O and shift to 4th gear
Shift l-timing valve 41.3-2 kick down orifice control valve 42, low course 1 to modulator valve 43, reverse brake sea fence valve 44, governor modulator valve 45, cutback valve 46, D-2 down timing valve 47, A CO exhaust valve 48 for discharging pressure from the hydraulic servo 13 of the clutch CO, a reverse clutch sequence valve 49, and an accumulator 50 for the clutch C1. It consists of an accumulator 51 for the play 181, an inner screw for the clutch C2, an accumulator 52, a control switch 53, an electromagnetic solenoid valve 54J5, and a detent regulator valve 70.

Reference numeral 1 denotes a mechanism for increasing the hydraulic oil flow path at extremely low temperatures, which is provided in the hydraulic oil supply path 20G to the hydraulic servo 16 of the clutch C1, which is engaged when the manual valve 36 is set to the D range.

As this flow increasing mechanism, as shown in FIG.
Parallel oil passage 212 is installed in parallel with the bimetallic check valve 3, which opens when the temperature is below the set temperature and closes the valve opening when the temperature is above the set temperature, and the flow of hydraulic oil in the direction of the hydraulic servo 1G. As shown in FIG. As shown in FIG. 4, it is inserted into the hydraulic oil supply oil passage 20G, and prevents the flow of the working flow toward the first orifice 8 and the hydraulic servo, allowing oil to drain from the hydraulic servo. The first orifice':)
, a bimetal, a shape memory alloy, or a flow rate reduction mechanism 100 using an electromagnetic solenoid valve similar to that shown in FIG. .In the above embodiment, N
-Hydraulic servo 1 of clutch C1 engaged during D shift
Regarding the flow rate increase mechanism for N-R Naturally, it is possible to quickly start the vehicle after shifting.

The dipunto regulator valve 70 is connected to the oil passage 201 and is connected to an input port 1-71 to which line pressure is supplied, an outboard 72 that is connected to the dipunto pressure outlet horn oil passage 221, a drain boat 13, and a spool 74, which are installed behind one side. It has a spring 75, a first land 7G that opens and closes the inboard 71, a second land 77 that opens and closes the drain boat 73, and an intermediate oil chamber 78 between the first land 76 and the second land 17 that are always in communication with the outboard 72. However, the spool 74 is displaced by receiving the spring load of the spring 75 from one side and the detent pressure of the oil chamber 78 from the other side. is displaced upward in the figure, the first land 7G closes the inboard 71, and the supply of line pressure to the oil chamber 78 is reduced. The amount of oil discharged from the drain boat 73 is determined by the length of the overlap distance. The detent pressure output from the outboard 72 to the oil passage 221 is due to the sudden acceleration of the vehicle! ~ When the rubedal is stepped on suddenly and greatly and the kick-down plug 351 that is pushed by the throttle valve 35 is largely displaced upward in the figure, the oil passage 221 connects to the dipunto pressure supply oil passage 222 via the kick-down plug 351. 1-2 shift valve 38.2
-3 shift valve 39. Each spool 3 of 3-4 shift valve 40
Detent pressure is applied to 81.391.401 in the same direction as the throttle pressure to cause a sudden downshift, and accompanying this, the output shaft torque of the automatic transmission rapidly increases. In the open state, the detent pressure is determined by the gap between the kickdown plug of the throttle valve and the valve hole, the shift valve 1-2, and the shift valve 2-3 in addition to the drain oil Φ from the drain boat 73.
The set oil pressure is determined by the amount of pressure oil leaking from the gaps between the spools of the shift valves a5 and 3-4 and the valve holes into which these spools are fitted.

As described above, the hydraulic control device for an automatic transmission for a vehicle according to the present invention is operated by the planetary gear set and the hydraulic pressure to connect and release the suction threads of the planetary gear set.
Or, in a hydraulic control device for a multi-stage automatic transmission equipped with a fixed friction engagement element, the friction engagement element that is engaged when the shift I-lever is shifted from neutral to drive or reverse range. The hydraulic oil supply path to the hydraulic servo is equipped with a flow rate increase II structure that can increase the flow of hydraulic oil to the hydraulic servo at extremely low temperatures, so it is possible to start quickly even at extremely low temperatures and under normal usage conditions. Allows for a smooth start.

[Brief explanation of drawings]

Fig. 1 is a hydraulic circuit diagram of a hydraulic control device for an automatic transmission for vehicles showing an embodiment of the present invention, Fig. 2 is a sectional view showing an embodiment of a flow rate increasing mechanism, and Fig. 3 is a sectional view of a flow rate increasing mechanism. A schematic diagram showing another embodiment, and FIG. 4 is a sectional view showing still another embodiment of the flow rate increasing mechanism. In the figure 1... 11 structures with increased flow rate Figure 2 [Yes] ↑ Figure 4

Claims (1)

[Claims] 1) A planetary gear set, and a device operated by a hydraulic servo to connect and release components of the planetary gear set,
Or, in a hydraulic control device for a multi-stage automatic transmission equipped with a fixed friction engagement element, the hydraulic servo of the II friction engagement element that is engaged when the shift lever is shifted from neutral to drive or reverse range. Hydraulic control for an automatic transmission for a vehicle, characterized in that the hydraulic oil supply path is equipped with an am increasing mechanism that increases the flow rate of hydraulic oil to the hydraulic servo at extremely low temperatures! Place. 2) Flow ■Increase 11ta is a bimetallic check valve that is installed in parallel with the hydraulic oil supply oil path to the hydraulic servo and listens to the valve opening when the oil temperature is below the set value, and operates only when the hydraulic oil flows toward the hydraulic servo. The hydraulic control device for an automatic transmission for a vehicle according to claim 1, wherein the hydraulic control device is a bypass oil passage equipped with a check valve that allows oil to flow. 3) The flow rate increase mechanism is an electromagnetic solenoid valve that is installed in parallel with the hydraulic oil supply oil path to the hydraulic servo and listens to the valve opening when the oil temperature is below a set value and controls the flow of operation to the hydraulic servo. A hydraulic control device for a vehicle automatic transmission according to claim 1. 4) The flow rate increase mechanism is inserted into the hydraulic oil supply oil path to the hydraulic servo, and consists of a first orifice and a check rotation orifice. The hydraulic oil is supplied to the hydraulic servo through the first orifice, and the hydraulic Claim 1, characterized in that the hydraulic oil is discharged from the servo through both orifices, and includes a tl: return flow m switching valve, and a flow rate reduction mechanism that reduces the flow rate of the first orifice below a set temperature. A hydraulic control device for a vehicle automatic transmission according to item 1.