JPH0258499B2 - - Google Patents

Description

[Detailed description of the invention]

[Industrial Field of Application] The present invention relates to a hydraulic control device for an automatic transmission for a vehicle, and particularly to a control device for throttle modulator pressure in the hydraulic control device. [Prior Art] Automatic transmissions for vehicles perform gear change control by selectively engaging and disengaging frictional engagement elements operated by hydraulic servos, and the supply and discharge of hydraulic fluid to the hydraulic servos is This is done by operating the valves of the hydraulic control device based on commands from the electronic control device. The pressure of the hydraulic fluid in such a hydraulic control device is supplied to each part as line pressure regulated by a primary regulator valve as a line pressure control valve, but this line pressure is dependent on the output torque of the engine in the vehicle. The pressure is regulated to the corresponding pressure. Therefore, the hydraulic control device is provided with a throttle valve that receives line pressure and applies a throttle pressure corresponding to the throttle opening degree to the line pressure control valve. By the way, the output torque of a vehicle engine exhibits a characteristic that in the low throttle opening range, it increases rapidly as the throttle opening increases, and then the rate of increase gradually decreases as the throttle opening increases. If the throttle pressure is simply applied to the line pressure control valve in this way, the line pressure in the high throttle opening range will become too high and will no longer match the output torque characteristics of the engine. Therefore, a throttle modulator valve is interposed between the line pressure control valve and the throttle valve, and by applying the throttle modulator pressure to the line pressure control valve, the line pressure in the high throttle opening range is reduced. Processing is done to suppress the rate of increase in pressure and approximate the output torque of the engine. (For example, Unexamined Japanese Patent Publication No. 54-
(See Publication No. 141950) On the other hand, pressure control valves such as throttle valves have a valve stem problem. This is a phenomenon in which when draining pressure oil, the spool becomes stuck due to solid matter such as machining chips getting caught in the constricted oil path between the valve spool and the drain port. If this occurs, it becomes impossible to increase the line pressure when necessary, resulting in problems such as inability to shift or poor shifting. Conventionally, as a countermeasure against such valve stems, the land that opens and closes the drain port on the spool of the throttle valve is always overlapped (lap) without releasing the port.
It is a so-called drain port trap type that leaks oil to the drain port from the gap between the land and the valve body, and a drain orifice is installed in the throttle pressure oil path to compensate for the lack of drain oil from the drain port. The hydraulic control device provided has been put into practical use. [Problems to be Solved by the Invention] However, although the throttle pressure is well controlled in the conventional hydraulic control device as described above, no special measures have been taken for the throttle modulator valve. . If valve sticking occurs in the throttle modulator valve, the throttle pressure will not be reduced, so the line pressure will decrease, especially when the vehicle driver performs a gear change operation with a high throttle opening. If the power is not applied to the hydraulic servo, a strong shift shock will occur. In view of the above, the present invention provides the following advantages by applying a drain port trap type spool to both the throttle valve and the throttle modulator valve.
It is an object of the present invention to provide a hydraulic control device for an automatic transmission that prevents such valve sticking and also prevents an increase in the amount of drain oil due to the installation of a drain orifice, and which is more reliable in operation. [Means for Solving the Problems] The present invention has been made in view of the above-mentioned circumstances, and provides a line pressure control valve that regulates line pressure, and a throttle valve that applies throttle pressure to the line pressure control valve. and a throttle modulator valve interposed between the throttle valve and the line pressure control valve,
A land provided on the spool of the throttle valve and a drain port for discharging pressure oil to regulate the throttle pressure in cooperation with the land overlap in the entire operating range of the spool, and the throttle module A land provided on the spool of the regulator valve and a drain port for discharging pressure oil in cooperation with the land to regulate the pressure of the throttle modulator valve are made to overlap in the entire operating range of the spool, and further, A common drain orifice is provided in the oil passage that applies the throttle modulator pressure regulated by the throttle modulator valve to the line pressure control valve to supplement the discharge of pressure oil from the throttle valve and the throttle modulator valve. It is characterized by the fact that it has been provided. [Operation and Effects of the Invention] In the above-mentioned hydraulic control device for an automatic transmission of the present invention, when the driver of the vehicle performs a gear change operation with a high throttle opening, the hydraulic servo is activated without reducing the line pressure. This not only makes it possible to provide an automatic transmission that does not cause shift shocks caused by valve stems, but also allows for both drain orifices to be installed in combination with each valve instead of the drain orifice that should originally be provided in combination with each valve. Since the orifice can be made with a small discharge volume, the consumption due to discharge of pressure oil in this part of the hydraulic control device is reduced, and the limited pressure oil supplied from the hydraulic source can be used in other parts. You can also get the effect of being able to put it to effective use. [Examples] Examples of the present invention will be described below with reference to the drawings. FIG. 1 shows a front engine, front drive type automatic transmission for an automobile. This automatic transmission includes a fluid coupling 100, a first underdrive transmission 210 which is coaxially connected to an output shaft 101 of the fluid coupling 100 and is configured to perform three forward gears and one reverse gear. Underdrive transmission 210
The second underdrive transmission 250 is connected in parallel to perform two forward gear shifts, and the differential gear 270 is connected to the output shaft of the second underdrive transmission 250. It is composed of a gear train 200. The fluid coupling 100 includes a pump impeller 102 connected to the output shaft of the engine, a turbine runner 103 connected to the output shaft 101, and a one-way clutch 1.
The torque converter consists of a stator 105 fixed to an automatic transmission case via a stator 104 and a direct coupling clutch 106. The output shaft 101 of the fluid coupling 100 is used as an input shaft, and a first underdrive is provided between the input shaft and an output shaft 211 coaxially disposed to the left of the input shaft (left in the drawing, the same applies hereinafter). The transmission includes a first planetary gear set 220, a second planetary gear set 230, multi-disc clutches C1 and C2, a band brake B1, and a multi-disc brake B2 that engage, release or fix the components of these planetary gear sets. , B3, one-way clutches F1, F2, and other frictional engagement devices are arranged. The first planetary gear set 220 includes a cylinder 22 connected to the output shaft 101 of the fluid coupling.
The right end of the sun gear shaft 212 is fitted onto the output shaft 211 of the first underdrive transmission and rotatably supported. ), a carrier 224 connected to the right end of the output shaft, and a planetary gear 225 meshed between the ring gear 222 and sun gear 223 and rotatably held by the carrier 224. . A drum 226 is attached to the sun gear shaft 212 at its left end (left end in the figure) side wall in a state where the first planetary gear set 220 is housed, and the open right end of the drum 226 is connected to the cylinder via a multi-plate clutch C2. 221, and its outer periphery is fixed to the automatic transmission case via a band brake B1. The sun gear shaft 212 also includes a one-way clutch F1 and a multi-disc brake B connected in series with the one-way clutch F1 at an intermediate portion.
2 to the automatic transmission case. The second planetary gear set 230 includes a ring gear 231 connected to the left side of the output shaft 211 of the first underdrive transmission, a sun gear 232 formed at the left end of the sun gear shaft 212,
One-way clutch F2 and the one-way clutch F2
A carrier 233 is fixed to the automatic transmission case via a multi-disc brake B3 which is arranged in parallel to Become. An output gear 213 of the first underdrive device 210 is fixed to the left end of the output shaft 211 of the first underdrive device.
3 meshes with an input gear 252 fixed to the left end of the input shaft 251 of the second underdrive device 250. The second underdrive device 250 includes an input shaft 251 parallel to the input/output shaft of the first underdrive device, and an output gear 255 that is fitted onto the right end of the input shaft 251 and rotatably supported. engaging the third planetary gear set 260 and its components between the hollow output shaft 254 and the hollow output shaft 254;
Frictional engagement devices such as a multi-disc clutch C3 for releasing or fixing, a multi-disc brake B4, and a one-way clutch F3 are arranged. The third planetary gear set 260 includes a ring gear 261 connected to the right side of the input shaft 251 of the second underdrive device, a ring gear 261 connected to the right side of the input shaft 251, and a ring gear 261 rotatably fitted on the input shaft 251, and a left side connected to the brake B.
4, a sun gear 262 formed at the right end of a sun gear shaft 253 fixed to the automatic transmission case via a one-way clutch F3 parallel to the brake B4, and the third planetary gear set 260.
The right end is connected to the output shaft 254, the left end is connected to the left side of the sun gear shaft 253 via a multi-plate clutch C3, and a governor drive gear 256 and a parking gear 25 are arranged on the outer periphery.
7, and a planetary gear 264 that is meshed between the ring gear 261 and the sun gear 262 and rotatably supported by the carrier 263. The differential gear 270 includes a large drive gear 271 that meshes with the output gear 255 of the second underdrive device, a differential gear box 272, a differential gear 273, and output shafts 274 and 275 that are connected to the drive wheels. Become. FIG. 2 shows hydraulic servos C-1 to C-3, B-1 to B-, which actuate clutches C1 to C3 and brakes B1 to B4, which are frictional engagement devices of the gear train 200 shown in FIG. 4 shows a hydraulic control device that selectively supplies and discharges hydraulic oil and changes the reduction ratio of the gear train. This hydraulic control device includes an oil reservoir 10, an oil pump 11, a primary regulator valve 12, a secondary regulator valve 13, a throttle valve 14, a kickdown valve 15, a cutback valve 17, a throttle modulator valve 18, Mulator control valve 19, manual valve 30, 2-3 shift valve 31, 1-2 shift valve 33, 3-4 shift valve 3
5. Low coast modulator valve 37, 2nd coast modulator valve 39, lock-up signal valve 91, lock-up control valve 93, accumulators 51, 52, 53, 54, 55, exhaust pressure relief valve 61, cooler bypass valve 62 , a bypass relief valve 63, a connecting oil passage check valve 64, a first electromagnetic solenoid valve 71, a second electromagnetic solenoid valve 72, a third electromagnetic solenoid valve 73, and a flow rate control system that combines an orifice with a check valve and an orifice. It consists of a valve, a check valve, orifices inserted in various places in the oil passage, and an oil strainer. The oil pump 11 is driven by an engine,
Hydraulic oil is sucked from the oil reservoir 10 through an oil strainer 700, and the pressure oil is discharged into the oil passage 1. The primary regulator valve 12 has a spool 120 with a spring 121 disposed behind it on one side, and a regulator plunger 110 connected in series with the spring 121 side of the spool 120. The spool 120 has an upper end (the upper end shown in the figure) that receives feedback of the output hydraulic pressure through an orifice 801.
(Same hereafter) Land 125 and land 127 that adjusts the communication area between oil passage 1 and oil passage 6 are used together with the land 127 to adjust the communication area between oil passage 1 and oil passage 6. When the pump flow rate becomes excessive and the line pressure cannot be adjusted only through communication with oil passage 6, the drain port 124 is used. The regulator plunger 110 includes a large-diameter upper land 115 that receives line pressure input from the oil passage 5, and a small-diameter lower land 115 that receives the throttle modulator pressure from the oil passage 9B. and a land 117. The regulator plunger 110 receives upward pressure (upward in the figure, the same applies hereinafter) due to the line pressure, which is input oil pressure, and the throttle modulator pressure, and presses the spool 120 upward. The output oil pressure (line pressure of the oil passage 1) is fed back from the other side by the spring load of the spring 121 and the pressing force by the plunger 110.
The oil pump discharge pressure of the oil passage 1 is adjusted to the line pressure according to the input oil pressure by adjusting the communication area of the oil passage 1 and the oil passage 6, and the excess oil is supplied to the oil passage 6. Unwanted excess oil is drained from drain ports 124 and 126. The drained oil returns to the oil reservoir 10 via the oil passage 8. Therefore, this primary regulator valve constitutes a line pressure control valve in the hydraulic control device. The secondary regulator valve 13 includes a spool 130 on one side of which a spring 131 is mounted. The spool 130 is connected to the throttle modulator pressure applied from one side to the small diameter land 135 at the lower end in the figure via the oil passage 9B and the spring 131.
The orifice 80 receives the spring load from the other side.
2 to the upper end land 133 (oil line 6
The oil passage 6 and the lubricating oil supply oil passage 6 are displaced according to the input oil pressure.
The secondary pressure of the oil passage 6 is adjusted to a predetermined fluid joint working oil pressure, the lubricating oil pressure of the oil passage 6E is adjusted, and excess oil is discharged to the oil passage 6D. The oil discharged into the oil passage 6D is transferred to the oil sump 1 via the orifice 803.
0, and when the oil pressure in the oil path 6D is high, it flows from the oil path 6D to the oil path 8 via the discharge pressure relief valve 61 installed in parallel with the orifice 803.
leaks into Further, the lubricating oil supplied to the oil passage 6E is supplied to the parts requiring lubrication 81 to 83 via orifices 811 to 813, respectively. The throttle valve 14 has a spring 141 on one side, a large diameter land 142, a medium diameter land 1
43, spool 14 with small diameter land 144
0. The spool 140 receives the spring load from the spring 141 from one side and the land 14 from the other side.
The difference in area between land 143 and land 143 is defined as the pressure-receiving area, and the output hydraulic pressure input via orifice 715 (oil passage 9
The feedback oil pressure (throttle pressure) and land 143 and land 14 are
Cutback valve 1 whose pressure receiving area is the area difference between 4 and 4.
7 and is displaced in response to a pressing force corresponding to the amount of depression of the throttle pedal transmitted from the other side via the spool 150 of the kickdown valve 15 connected in series via the spool 140 and a spring 151, The oil pressure in the oil chamber 148, which communicates with the output oil path 9 through the out port 147, is adjusted by increasing or decreasing the amount of pressure oil flowing in from the import 145 communicating with the oil path 1 and the amount of pressure oil discharged from the drain port 146. According to the input oil pressure and the amount of depression of the throttle pedal, the line pressure supplied from the oil passage 1 is output to the oil passage 9 as a throttle pressure corresponding to the throttle opening and the like.
The spool 140 of this throttle valve has conventionally been a so-called drain port trap type spool in which the land 148 always covers the drain port 146, and the amount of oil discharged from the drain port 146 increases or decreases depending on the increase or decrease in the amount of wrap. be done. Conventionally, a drain orifice 149 was provided in the oil passage 9, which is the output oil passage, in order to compensate for the lack of drain oil from the drain port 146, but the gist of the present invention is to eliminate this drain orifice 149 and replace it with a slot described later. A drain orifice 189 is provided in the output oil path 9B of the torque modulator valve 18,
The two drain orifices are reduced to one, which prevents an excessive amount of drain oil and also simplifies the structure of the valve body. The kickdown valve 15 has a spool 150,
The spool 150 is linked to a throttle pedal and moves under pressure from a throttle cam 152 that rotates according to the amount of depression of the pedal, and transmits a pressing force corresponding to the amount of depression of the pedal to the spool 140 via a spring 151 to increase the throttle pressure. generate. Also, from the oil passage 9A to the large diameter upper end land 15
3 and the small-diameter lower end land 155, the spool 150 is pressed upward in the figure with a pressing force corresponding to the throttle opening and the cutback pressure, and has the role of reducing the load when the pedal is depressed. There is. The cutback valve 17 has a spring 17 on one side.
The spool 170 is set downward when line pressure is applied from the other side to the land via the oil passage 2A, and connects the oil passage 9 and the oil passage 9A. Outputs cutback pressure from. The throttle modulator 18 has a spool 180 with a spring 181 on its back, and the spool 180 is connected from one side to the spring 181.
The spring load and the throttle pressure applied from the oil passage 9 to the area difference between the intermediate land 183 and the lower end land 185 are used as the effective pressure receiving area, and the output oil pressure is applied from the other side to the large diameter land 187 via the orifice 804. (throttle modulator pressure in oil passage 9B) and is displaced in response to the feedback, and communicates the throttle pressure supplied from oil passage 9 via oil strainer 603 to oil passage 9.
The oil pressure in the oil chamber 186 between the land 183 and the land 187 is adjusted by increasing or decreasing the amount of pressure oil inflow from the drain port 184 and the amount of oil discharged from the drain port 184.
The throttle modulator pressure is output to the oil passage 9B provided with the throttle modulator pressure. As shown in FIG. 3, the intermediate land 183 of the spool 180 is a so-called wrap or overlap type spool that covers the drain port 184 whether the spool 180 is set upward or downward in the figure. The amount of oil discharged from the drain port 184 is determined by the amount of overlap between the outer periphery of the land 183 and the valve wall 18A. When using such a lap type spool, the oil path 9
A drain orifice 189 is provided at B. The accumulator control valve 19 has a spool 190 with a spring 191 mounted on one side.
and a small-diameter plunger 192 arranged in series on the spring 191 side of the spool,

[Table] The 2-3 shift valve 31 has a spring 311 on one side.
The spool 310 receives the spring load of the spring 311 from one side and the line pressure applied to the left end land 313 of the spool 310 via the oil passage 4 from one side, and receives a first electromagnetic wave from the other side. Oil passage 2E that is controlled by the solenoid valve 71 and applies voltage to the right end land 315 of the spool.
The solenoid pressure is applied and the displacement is performed. (a) When the oil passage 4 is connected to the drain port 304 of the manual valve 30 and the pressure is discharged, and no line pressure is generated in the oil passage 4. When the solenoid valve 71 is turned on and the solenoid pressure in the oil passage 2E is at a low level, the spool 31
0 is set on the right side, and connects oil passage 1 and oil passage 1A, oil passage 3 and oil passage 3A, oil passage 5 and oil passage 1B, oil passage 4 and oil passage 4A, and connects the third gear and fourth gear. The oil passages are connected quickly. Solenoid valve 71
When OFF and the solenoid pressure of oil passage 2E is at a high level, the spool 310 is set to the left side, and oil passage 1 and oil passage 1B, oil passage 3 and oil passage 1A, oil passage 5 and oil passage 4A, and oil passage 3A. drain port 3
12, respectively, and the first and second speed oil passages are in communication. (b) From the oil path 4 to the left end land 31 of the spool 310
When line pressure is applied to spool 3
10 is fixed to the right side regardless of whether the solenoid valve 71 is ON or OFF. The 1-2 shift valve 33 has a spring 33 on one side.
1 has a spool 330 installed on its back, and the spool 330 is connected to the spring 331 from one side.
Spring load and oil path 1B to left end land 33
from the other side to the line pressure applied to the second side.
is controlled by an electromagnetic solenoid valve 72, and is displaced in response to the solenoid pressure of the oil passage 1H applied to the right end land 335 of the spool 330. (c) When the oil passage 1B is discharged via the 2-3 shift valve 31, the oil passage 5, the manual valve 30, and the drain port 302 of the manual valve 30. When the solenoid valve 72 is turned on, the solenoid pressure in the oil passage 1H is at a low level, so the spool 330 is set to the right side, and the oil passage 5 and the oil passage 5
C. Connect the oil passage 2 and the oil passage 2A, and the oil passage 3C and the oil passage 3D that connects to the hydraulic servo B-1, respectively, so that the oil passages of the 2nd speed, 3rd speed, and 4th speed are connected. . When the solenoid valve 72 is turned OFF, the solenoid pressure in the oil path 1H becomes high level, so the spool 330 is set to the left side, and the spool 330 is set to the left side, and the oil path 4C and the oil path 5C, the oil path 2A and the drain port 335, and the oil path 3D and the drain port 337. are connected to each other, forming the connection pattern of the first speed oil passage. (d) When oil pressure (line pressure) is supplied to the oil passage 1B, the spool 330 is activated by the solenoid valve 72.
It is fixed to the right regardless of whether it is ON or OFF. The 3-4 shift valve 35 has a spring 3 on one side.
The spool 350 has a spool 350 on which the spring 351 is attached from one side.
The spring load and the line pressure applied to the left end land 353 in the figure through the oil passage 1A are received, and from the other side, the right end land 355 in the figure is displaced by the solenoid pressure of the oil passage 1H. (e) When the pressure in the oil passage 1A is exhausted through the 2-3 shift valve 31, the oil passage 3, the manual valve 30, and the drain port 304 provided on the manual valve 30, the second solenoid valve 72 is turned on. , oil road 1H
When the solenoid pressure is at a low level, the spool 350 is set to the right side, and the oil passage 1 is connected to the oil passage 1D that communicates with the hydraulic servo B-4, and the oil passage 1R is connected to the drain port 354, and the spool 350 is set to the right side. The communication pattern of oil passages can be obtained. When the solenoid valve 73 is turned OFF and the solenoid pressure in the oil passage 1H becomes high level, the spool 350 is set to the left side, and the oil passage 1 and the oil passage 1R are connected, and the oil passage 1D is connected to the drain port and the third oil passage 1D is connected to the drain port. This is a quick oil path connection pattern. (f) When oil pressure (line pressure) is supplied to the oil path 1A, the spool 350 is connected to the solenoid valve 72.
It is fixed to the right side of the diagram regardless of whether it is ON or OFF. The low coast modulator valve 37 is connected to the 2-
A line is used to supply hydraulic pressure to the hydraulic servo of a friction engagement element (brake B3) that is provided between the 3rd shift valve 31 and 1-2 shift valve 33 and is engaged when the shift lever is set to the L position. The level is lowered by a predetermined pressure. The 2nd coast modulator valve 39 is the 2nd coast modulator valve 39.
The hydraulic pressure supplied to the hydraulic servo of the frictional engagement element (brake B1), which is provided between the 3rd shift valve 31 and the 1-2nd shift valve 33 and is engaged when the shift lever is shifted to the S position, is supplied from the line pressure. The level is lowered by a predetermined amount. The accumulator 51 is connected to the oil passage 2C via the flow rate control valve 801a and is connected to the oil passage 2C which also communicates with the hydraulic servo C-1 of the clutch C1. Oil line 1B connected to 1, flow control valve 8
Oil passage 1 communicates with oil passage 1B via oil passage 02a and also communicates with hydraulic servo C-2 of clutch C2.
The accumulator 53 is connected to the oil passage 2A, which is connected to the oil passage 2 via the 1-2 shift valve 33, via the flow control valve 803a, and the oil passage is connected to the hydraulic servo B-2 of the brake B2. 2
The accumulator 54 is connected to the oil passage 1D, which is connected to the oil passage 1 via the 3-4 shift valve 35, via the flow rate control valve 804a, and also to the oil passage 1D, which is connected to the hydraulic servo B-4 of the brake B4. 1
E, the accumulator 55 is 3-4
Oil passage 1R communicating with oil passage 1 via shift valve 35
The hydraulic servo C-3 of the clutch C3 is connected to the hydraulic servo C-3 of the clutch C3. These accumulators, together with flow control valves, adjust the pressure increase rate of the oil pressure generated in each oil, and thereby the pressure increase characteristics of the oil pressure supplied to each hydraulic servo are appropriately controlled, allowing smooth engagement of the clutch or brake. The timing of engagement is adjusted. Further, the spools of the accumulators 52, 53, and 55 receive an accumulator control pressure, which is the output oil pressure of the accumulator control valve 19, as back pressure from the oil path 1K. The lock-up signal valve 91 has a spool 910 with a spring 911 on one side,
The spool receives the spring load of the spring 911 from one side, and is operated by receiving the solenoid pressure of the oil passage 1J, which communicates with the oil passage 1 via the orifice 805 and is controlled by the third electromagnetic solenoid valve 73, from the other side. . When the solenoid valve 73 is OFF, the solenoid pressure in the oil passage 1J is at a high level, so it is set to the lower side, and the oil passage 2D is connected to the drain port 915.
When the solenoid valve 73 is ON, the solenoid pressure in the oil passage 1J is reversed to a low level, so the spool 910 is set upward and communicates the oil passage 2A and the oil passage 2D. The lock-up clutch control valve 93 has a small-diameter plunger 93 with a spring 931 placed behind it on one side.
2 and a spool 930 inserted in series with the plunger 932, and the spool 930 is connected to the spring 93 from one side via the plunger 932.
1 spring load and an oil passage 1 to the plunger 932.
The upper end land 937 shown in the drawing receives input oil pressure (line pressure) from the oil passage 2D from the other end and is displaced. When the solenoid valve 73 is turned on and oil pressure is generated in the oil passage 2D, the spool 930 is set downward in the figure, and the oil passage 6 and the oil passage 6B are connected, and the oil passage 6
A and the drain port 933 are in contact, the direct coupling clutch 106 is engaged, and the solenoid valve 73 is closed.
When the spool 93 is turned OFF and the pressure in the oil passage 2D is exhausted.
0 is set on the upper side, the oil passage 6 and the oil passage 6A communicate with each other, and the oil passage 6B communicates with the cooler circuit 6C. The cooler bypass valve 62 is provided in the cooler circuit 6C, and when the oil pressure in the cooler circuit 6C exceeds a set value, it leaks pressure oil to the connecting oil path 65 to protect the oil cooler. The communication oil passage 65 connects the drain port of the cooler bypass valve 62 and the lubricating oil passage 6E via the check valve 64 for preventing backflow, and drains excess oil from the cooler circuit 6C discharged from the drain port via the check valve 64. It is supplied to the lubricating oil path 6E and used for lubrication. The bypass relief valve 63 is installed between the cooler bypass valve 62 and the check valve 64 in the connecting oil passage 65, and when the lubricating pressure increases such as when the lubricating oil temperature is low, the connecting oil passage 65 In order to prevent the pressure and cooler circuit 6C pressure from rising and damaging the oil cooler due to the rise in cooler pressure,
Excess oil is leaked when the pressure in the communication oil passage 65 rises above a set value. In this hydraulic control device, electromagnetic solenoid valves 71 to 73 are turned ON and OFF depending on the setting position of the manual valve by the vehicle driver and the output of an electronic control circuit to be described later.
Then, the automatic transmission shown in FIG. 1 is automatically shifted to four forward speeds and one reverse speed as shown in Table 1.

[Table] In Table 2, ○ indicates the ON state of the electromagnetic solenoid valve, engagement of the clutch or brake, and locking of the one-way clutch, and × indicates the state of the electromagnetic solenoid valve.
OFF, the clutch or brake is released, and the one-way clutch is free. ◎ indicates the engaged state where the direct coupling clutch is possible, and the solenoid 73 is
Engages when turned ON and releases when turned OFF. △ indicates that the one-way clutch is free when coasting and is locked when driving with engine drive. Next, the operation of the control device for the electronically controlled automatic transmission of this embodiment at the set (shift) position of each manual valve will be explained. (a) When manual valve 30 is shifted to D range. As shown in Table 1, oil pressure is supplied to the oil passage 2, and line pressure is thereby supplied via the flow rate control valve 801a and the oil passage 2C to engage the clutch C1. When running in the first speed, as shown in Table 2, the solenoid valve 71 is energized (ON), the solenoid valve 72 is de-energized (OFF), the spool 330 of the 1-2 shift valve 33 is on the left, and the brakes B1, B
The brakes B1, B2, and B3 are released because oil passages 3D and 2A that communicate with brake B2 are exhausted, and oil pressure is not supplied to oil passage 5C that communicates with brake B3. When the vehicle speed reaches a preset value, the solenoid valve 7 is activated by the computer output.
2 is energized and the solenoid pressure in oil passage 1H, which is the control oil pressure for the 1-2 shift valve, is reversed to a low level, so the spool 330 of the 1-2 shift valve moves to the right, and the spool 330 of oil passage 2 and the 1-2 shift valve 33, oil passage 2A, flow rate control valve 803a, and oil passage 2B, hydraulic pressure is supplied, and brake B2 is engaged to cause a shift to second speed. At this time, the spool 350 of the 3-4 shift valve 35 is fixed to the right side by the oil pressure of the oil passage 1A, so the solenoid valve 72
Even if the gear is energized, it remains in the 3rd speed state. To upshift to third gear, when the vehicle speed, throttle opening, etc. reach predetermined values, the solenoid valve 71 is de-energized by the output of the computer, the spool 310 of the 2-3 shift valve 31 moves to the left, and the oil passage Hydraulic pressure is supplied through the 1, 2-3 shift valve 31, oil passage 1B, flow control valve 802a, and oil passage 1C, and the clutch C2 is engaged, and at the same time, the spool 330 of the 1-2 shift valve 33 is supplied from the oil passage 1B. It is fixed to the right side (second speed, third speed, and fourth speed side) by the line pressure supplied to the left end land 333. At this time, the oil pressure in the oil passage 1A is exhausted, so that the 3-4 shift valve 35 can be controlled by the solenoid valve 72. The upshift to the 4th speed is the same as above, when the solenoid valve 72 is de-energized by the output of the computer, and the control oil pressure of the 3-4 shift valve is supplied from the oil path 1H to the right end land 355 of the 3-4 shift valve 35. The solenoid pressure is reversed to a high level, the spool 350 of the 3-4 shift valve moves to the left, pressure is discharged from the oil passage 1D, oil pressure is supplied to the oil passage 1R, the brake B4 is released, and the clutch C3 is released. are engaged. (b) When manual valve 30 is in S range. As shown in Table 1, line pressure is supplied to oil passage 3 in addition to oil passage 2. The 1st, 2nd, and 3rd gears are shifted in the same manner as in the D range, but through the oil passages 1, 2-3 shift valve 31, and oil passage 1A.
Since line pressure is applied to the left land 353 of the spool of the 4-shift valve and the spool 350 is fixed on the right side, no shift to the 4th speed occurs. Furthermore, if the manual valve 30 is in the D position and a manual D-S shift is performed while driving in 4th gear, a downshift to 3rd gear is immediately performed by introducing line pressure to the left land 353 of the spool as described above. Further, when the speed has been decelerated to a predetermined speed, the output of the computer energizes the solenoid valve 71, causing a 3-2 downshift. This 3
-2 If a downshift occurs, oil path 3, 2-3
Low coast modulator pressure is supplied to the hydraulic servo B-1 of the brake B1 via the shift valve 31, oil passage 3A, low coast modulator valve 39, orifice 807, 1-2 shift valve 33, and oil passage 3D. , the brake B1 is loosely engaged to obtain the second speed in which engine braking is effective. (c) When the manual valve 30 is set to the L position. In addition to the oil passages 2 and 3, line pressure is also supplied to the oil passage 4. 2nd speed is the same as when the manual valve is in D range, and 2-3 shift valve 3
1 spool 310 is fixed on the right side. In addition, in 1st speed, oil passage 4, 2-3 shift valve 31, oil passage 4A, low coast modulator valve 37, oil passage 4B, oil passage 4C, 1-2 shift valve 33, oil passage 5
The low coast modulator pressure is supplied to the hydraulic servo B-3 of the brake B3 via C, and the brake B3 is engaged to obtain the first speed in which engine braking is effective. Also, if you manually shift to L range while driving in 3rd gear,
As mentioned above, line pressure is applied from the oil path 4 to the left end land 313 of the spool, and the solenoid valve 71 is turned on, immediately downshifting to the second gear. The output energizes the solenoid valve 72, causing a 2-1 downshift, resulting in first gear where the engine brake is applied. (d) When the manual valve is set to the N or P position. Line pressure is not supplied to any of the oil passages 2 to 5, and the first solenoid valve 71 is turned on and the second solenoid valve 72 is turned off. 1-2
Line pressure of oil passage 1H communicating from oil passage 1 via orifice 806 is applied to right end lands 335 and 355 of shift valve 33 and 3-4 shift valve 35, and spool 330 is connected to the left side (1st
side), and the spool 350 is connected to the oil passages 1, 2-
3 shift valve 31, left side land 35 from oil path 1A
Since line pressure is supplied to 3, the right side (1st
line pressure oil is supplied from oil passages 1, 3-4 shift valve 35, oil passage 1D, flow rate control valve 804a, and oil passage 1E, and brake B4 is set to
Only the two are engaged and are in a neutral state. (E) When the manual valve is set to the R position. The oil passage 1 and the oil passage 5 communicate with each other, the oil passages 3 and 4 are depressurized, the first solenoid valve 71 is turned on, and the second solenoid valve 72 is turned off. 2-3
The spool of the shift valve 31 is set on the right side, and line pressure is generated in both oil passages 1B and 1A, so the 1-2 shift valve 33 and 3-4 shift valve 3
Both spools 330 and 350 of No. 5 are fixed on the right side, and clutch C2, brake B3, and brake B4 are engaged to obtain a reverse traveling state. The manual valve 30 is shifted to the D, S, and L ranges, line pressure is generated in the oil passage 2, and 1-2
When the shift valve 33 is set to the second speed side, line pressure is generated in the oil passage 2A, and the line pressure is supplied to the intermediate oil chamber 912 of the lockup signal valve 91. When the third solenoid valve 73 is energized by this line pressure and the oil pressure in the oil passage 1J is at a low level, the spool 910 of the lock-up signal valve is set to the upper side, and the lock-up control valve 93 is activated via the oil passage 2D. Spool top land 9
37 is supplied with line pressure. As a result, the spool 930 of the lock-up control valve 93 is moved downward, and the oil passage 6 and the oil passage 6B are brought into communication, and the lock-up clutch 106 provided in the torque converter 100 is engaged, and the torque converter 100 is in a directly connected state. becomes. Either no line pressure is generated in the oil passage 2A, or even if line pressure is generated in the oil passage 2A, the solenoid valve 73 is de-energized, high-level solenoid pressure is generated in the oil passage 2J, and the oil pressure in the oil passage 2D is transferred to the drain port 9.
15, the spool 930 is positioned upward in the figure due to the action of the line pressure applied to the spring 931 and the plunger 932.
While the spool 930 is positioned upward in the drawing, the oil passage 6 is in communication with the oil passage 6A, and the torque converter direct coupling clutch 106 is released. The solenoid valve 73 is energized by a computer, which will be described later, when the vehicle speed and throttle opening are above set values. An electric control circuit (computer) that opens and closes the first and second solenoid valves 71, 72, and 73 as shown in Table 2 in accordance with the vehicle running state will be described with reference to FIG. The electronic control circuit includes a power supply device 420, a solenoid valve 71, and a vehicle speed and throttle opening detection device.
72, and a computer circuit 400 that leads to the drive of 72. The power supply device 420 is connected to a battery via a switch 421, and a position switch 422 attached to a manual lever sets the D, S, and L positions through a connection 520, and a power supply (constant voltage power supply device) 423 Electrified and connected from the sour supply 423 to the wire 52
3 to supply a constant voltage to each component of the computer 400. The computer circuit 400 includes a vehicle speed detection device 401, a waveform amplification shaping circuit 402, and a D-
A (digital-to-analog) conversion circuit 403, throttle position switch 413, throttle opening voltage generation circuit 414, 1-2 shift determination circuit 4
04, 2-3 shift discrimination circuit 406, 3-4 shift discrimination circuit 408, hysteresis circuit 405, 4
07,409, Solenoid valve 71 opening/closing determination circuit 4
10, solenoid valve 72 opening/closing determination circuit 412, solenoid valve 73 opening/closing determining circuit 424, N-D shift signal generator 415, timer 411, amplifier 4
16,417,425, solenoid valve 71,7
It consists of 2,73. The vehicle speed detected by the vehicle speed detection device 401 becomes a sinusoidal waveform signal, which is amplified into a positive rectangular wave signal by the waveform amplification shaping circuit 402.
The throttle position switch 413, which is converted into a DC voltage signal according to the vehicle speed by the D-A converter circuit 403 and detects the engine load condition, is composed of a variable resistor that corresponds to the throttle opening degree, and outputs a signal according to the throttle opening degree. is converted into a DC voltage by the throttle opening voltage generation circuit 414, and is applied to the 1-2 shift discrimination circuit 404 and the 2-3 shift discrimination circuit 40, respectively.
6, 3-4 enters the shift discrimination circuit 408. Each discrimination circuit compares the magnitude of the vehicle speed voltage signal and throttle opening voltage signal using, for example, a differential amplifier circuit, and sets the condition for 1-2 shift, 2-3 shift, or 3-4 shift. do. Hysteresis circuits 405, 407, and 409 are used to provide downshift conditions for 2-1 shift, 3-2 shift, and 4-3 shift, respectively. To enable downshifting and prevent hunting in the gear change range. The solenoid valve 71 opening/closing determining circuit 410 generates an output of 0 (OFF) or 1 (ON) based on the output of the 2-3 shift determining circuit, and opens/closes the solenoid valve 71 via an amplifier 416. The solenoid valve 72 opening/closing determination circuit 412 is
An output of 0 or 1 is generated by the output of the 1-2 shift discrimination circuit 404, the 3-4 shift discrimination circuit 408, and the output of the N-D shift signal generator via the timer 411, and the output is output from the solenoid valve 72 via the amplifier 417. Operate opening and closing. The solenoid valve 73 opening/closing determination circuit 424 is connected to the 1-2 shift determination circuit 40
4. When the outputs of the 2-3 shift discrimination circuit 406 and 3-4 shift discrimination circuit 408 are input, and the vehicle speed and throttle opening have reached the pre-programmed speed and throttle opening for each gear while driving in 2nd gear or higher, the amplifier is activated. 425 to open and close the solenoid valve 73. As described above, in the hydraulic control system of this embodiment, a drain port trap type spool is applied not only to the throttle valve but also to the throttle modulator valve, thereby preventing valve stuck. Therefore, the operation of the hydraulic control device becomes more reliable, and when the vehicle driver performs a gear shift operation with a high throttle opening, there is no possibility that the line pressure will be applied to the hydraulic servo without being reduced. Therefore, it is possible to achieve the effect of making it possible to perform a smooth shift operation without causing a shift shock caused by the valve stem. Furthermore, when installing a drain orifice, the drain orifice can be installed with a smaller amount of discharge than the drain orifice that should originally be installed in combination with each valve, reducing the loss of the oil pump, which is the hydraulic power source of the equipment. You can also obtain effects that can The present invention has been described above in detail based on one embodiment, but
It goes without saying that the present invention is not limited to the above-described embodiments, but can be implemented by variously changing the specific configuration within the scope of the claims.

[Brief explanation of drawings]

Figure 1 shows a front engine related to the present invention;
Figure 2 is a schematic diagram of a front-drive automatic transmission for automobiles, Figure 2 is a circuit diagram of a hydraulic control device for an automatic transmission according to the present invention, Figure 3 is an enlarged view of a throttle modulator valve, and Figure 4 is an electronic diagram. FIG. 3 is a circuit diagram of a control circuit. 12...Primary regulator valve (line pressure control valve), 14...Throttle valve, 18...Throttle modulator valve, 19...Accumulator control valve, 52-55...Accumulator, 140... Spool, 146...Drain port, 148...Land, 149...Drain orifice, 180...Spool, 183...Land, 184...Drain port, 189...Drain orifice.

Claims (1)

[Scope of Claims] 1. A line pressure control valve that regulates line pressure, a throttle valve that applies throttle pressure to the line pressure control valve, and a line pressure control valve that is interposed between the throttle valve and the line pressure control valve. A hydraulic control device for an automatic transmission equipped with a throttle modulator valve includes a land provided on the spool of the throttle valve, and a drain that discharges pressure oil in cooperation with the land to regulate throttle pressure. The port is overlapped in the entire operating range of the spool, and pressure oil is supplied to the land provided on the spool of the throttle modulator valve to cooperate with the land to regulate the throttle modulator pressure. The throttle valve and the drain port to be discharged overlap each other in the entire operating range of the spool, and the throttle valve and the throttle valve are connected to an oil passage that applies the throttle modulator pressure regulated by the throttle modulator valve to the line pressure control valve. A hydraulic control device for an automatic transmission, characterized in that a common drain orifice is provided to supplement the discharge of pressure oil from a throttle modulator valve. 2 The oil passage that applies the throttle modulator pressure regulated by the throttle modulator valve to the line pressure control valve is connected to the accumulator control valve that regulates the line pressure and applies back pressure to the accumulator. 2. The hydraulic control device according to claim 1, wherein the hydraulic control device is a hydraulic oil passage.