JPH0289865A - Hydraulic control device for automatic transmission for vehicle - Google Patents

Abstract

PURPOSE:To prevent a valve body from being accidentally held at a permissible position so as to properly perform reverse stage prohibiting actions by delaying the supply of oil pressure to the hold port of a reverse stage prohibiting valve. CONSTITUTION:When a manual shift to reverse stage is actuated at the time of forward running, no oil pressure is applied to a hold port 118. Since vehicle speeds are equal to or more than a specified one, an electromagnetic drain valve 150 is opened so as to permit line oil pressure to be applied to an inhibit port 114 for positioning a valve body 102 and a plug 104 at prohibited positions while over-coming the force of a spring 120 so that the establishment of reverse stage is prohibited. And the supply of oil pressure is being kept on from ports 108 and 110 to the oil chamber 42a of No.3 clutch 42 and the inside oil chamber 48a and the outside oil chamber 48b of the second brake 48 until change-over to the prohibited positions is made. Accompanied with the above supply, oil pressure is applied to a hold port 116, but the upstand of the oil pressure is delayed by an orifice 166 as compared with that of the port 114. By this constitution, any erroneous operation will never take place which permits the valve body and the plug to be held at permissible positions at the time of reverse speed prohibition.

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to a hydraulic control device for a vehicle automatic transmission used in a vehicle such as an automobile, and particularly relates to a reverse gear establishment prohibition mechanism that prohibits reverse gear establishment due to erroneous operation. The present invention relates to a hydraulic control device equipped with.

[Prior Art] In a vehicle such as an automobile having an automatic transmission, a reverse gear mechanism is provided to prevent the reverse gear from being established if the driver accidentally performs a manual shift change to the reverse gear while driving forward. It has already been considered to incorporate a gear formation prohibition mechanism into the hydraulic control device of an automatic transmission, and this was proposed, for example, in Japanese Patent Laid-Open No. 6
0-37446.

The reverse gear establishment prohibition mechanism has a reverse gear prohibition valve, a so-called reverse inhibit valve, that selectively blocks communication with the hydraulic pressure supply path to the oil chamber of the friction engagement device for establishing the reverse gear. has a valve body that switches between a permission position for establishing communication with the hydraulic pressure supply path and a prohibition position for blocking communication of the hydraulic pressure supply path, and when hydraulic pressure is supplied to the inhibit port, the valve body The vehicle body is driven to the prohibited position to prohibit establishment of the reverse gear.

Furthermore, when establishment of the reverse gear is permitted, it is considered that the valve element is held in the permitted position to prevent the valve element from accidentally moving to the prohibited position, and this is the same as the applicant's proposal. This was proposed in Japanese Patent Application No. 63-36336 filed by the applicant.

[Problems to be Solved by the Invention] The hydraulic pressure applied to the hold port of the reverse gear prohibition valve is communicated with an oil chamber of a friction engagement device to which hydraulic pressure is supplied when the reverse gear is established, and is supplied to this oil chamber. It is sufficient if a hydraulic pressure equal to the hydraulic pressure is supplied, but if the rise of the hydraulic pressure applied to the hold port is faster than the rise of the hydraulic pressure supplied to the inhibit port, the valve body of the reverse gear inhibition valve will be activated. The vehicle will remain in that position, and reverse gear will not be properly inhibited.

SUMMARY OF THE INVENTION In view of the above-mentioned problems, an object of the present invention is to provide an improved hydraulic control device that can reliably prohibit the establishment of reverse gear.

[Means for Solving the Problems] According to the present invention, the above object is achieved by selectively blocking communication of a hydraulic pressure supply path to an oil chamber of a friction engagement device for establishing a reverse gear by a reverse gear prohibition valve. In the hydraulic control device for an automatic transmission for a vehicle, the reverse gear prohibition valve is configured to switch between a permission position where the hydraulic pressure supply path is communicated and a prohibition position where communication of the hydraulic pressure supply path is cut off. the valve body, an inhibit port that urges the valve body to the prohibited position by being supplied with hydraulic pressure, and a hold port that holds the valve body in the permitted position by being supplied with hydraulic pressure. This is achieved by a hydraulic control device characterized in that it is provided with a delay means for delaying the supply of hydraulic pressure to the hold port.

[Operations and Effects of the Invention] According to the above-described configuration, the supply of hydraulic pressure to the hold port of the reverse gear inhibition valve is delayed, so that the rise of the hydraulic pressure applied to the hold port is delayed by the rise of the hydraulic pressure supplied to the inhibit port. When the hydraulic pressure is supplied to the inhibit port, the valve body can be positioned at the prohibited position, and the valve body will not be erroneously held at the permitted position, thereby preventing the reverse gear inhibiting action. will be carried out properly.

[Example] The present invention will be described in detail below with reference to the accompanying drawings.

FIG. 1 shows an example of an a star gear type transmission of an automatic transmission for a vehicle to which a hydraulic control device according to the present invention is applied.

In FIG. 1, 1o is a first sun gear, 12 is a first ring gear concentric with the first sun gear 10, and 14 is a first planetary binion that meshes with the first sun gear 10 and the first ring gear 12. 16 is a first carrier rotatably supporting the first planetary binion 14, 20 is a second sun gear, 22 is a second ring gear concentric with the second sun gear 2o, and 24 is the second sun gear 20 and the second ring gear. A second planetary binion 22 meshes with the second planetary binion 24, and a second carrier 26 rotatably supports the second planetary binion 24. The first ring gear 12 is connected to the second carrier 26 by a connecting element 30, and the first carrier 16 is connected to the second ring gear 22 by a connecting element 32.

Here, the simple planetary gear mechanism constituted by the first sun gear 10, the first ring gear 12, the first planetary pinion 14, and the first carrier 16 is referred to as the first row planetary gear mechanism, and the second sun gear 2 The simple planetary gear mechanism constituted by the second ring gear 22, the second planetary pinion 24, and the second carrier 26 is referred to as a second row planetary gear mechanism.

A first carrier 16 and a second ring gear 22 connected to the first carrier 16 by a connecting element 32 and a housing 5
0, a first one-way clutch 34 and a second one-way clutch 36 are provided in series with each other. In this case, the first one-way clutch 34 is connected to the first carrier 1
6, and a second one-way clutch 36 is provided on the housing 50 side. More specifically, the first one-way clutch 34 is connected to the first carrier 16 through its inner race 34a, and its outer race 34b is connected to the inner race 36a of the second one-way clutch 36 through the connecting member 31. Outer race 36b is connected to housing 50.

The second carrier 26 is connected to the output gear 54 so that it always acts as an output member.

The first one-way clutch 34 is in an engaged state when the outer race 34b is about to rotate beyond the rotational speed of the inner race 34a during engine drive, and is in a slipping state when it is the opposite, and the second one-way clutch 36 is in an engaged state when the inner race 36a is reversed with respect to the outer race 36b during engine drive, and is in a sliding state when the inner race 36a is reversed to the outer race 36b.

A first clutch 38 is provided between the second sun gear 20 and the input shaft 52 to selectively connect the two to each other.

A second clutch 40 is provided between the first carrier 16 and the input shaft 52 to selectively connect the two to each other.

A third clutch 42 is provided between the first sun gear 10 and the input shaft 52 to selectively connect the two to each other.

A fourth clutch 44 is provided between the first sun gear 10 and the connecting member 31 to selectively connect the two to each other.

A connecting member 31 is provided between the connecting member 31 and the housing 50.
A first brake 46 is provided for selectively securing the housing 50 to the housing 50.

A second brake 48 is provided between the second ring gear 22 and the housing 50 to selectively fix the second ring gear 22 to the housing 50.

The manner in which the first gear, second gear, third gear (directly coupled gear), fourth gear (increasing gear), and reverse gear are achieved by the planetary gear type transmission configured as described above is as follows. As shown in Table 1. In Table 1, the O mark indicates that the relevant clutch, brake or one-way clutch is engaged in the engine drive state, and (0) indicates that the relevant clutch or brake is engaged when the relevant clutch or brake is engaged. This indicates that engine braking can be applied in the gear position.

Table 1 - When the ratio of the number of teeth of the first sun gear 10 to the number of teeth of the ring gear 12 is ρ1, and the ratio of the number of teeth of the second sun gear 20 to the number of teeth of the second ring gear 22 is ρ2, each gear stage The gear ratios are shown in Table 2.

Table 2 Second gear stage ((1+ρ2)/ρ2) (1/ The first clutch 38, second clutch 40, third clutch 42, fourth clutch 44, first brake 46, and second brake 48 are hydraulically operated. An actuated clutch or brake, each of which has an oil chamber 38a, 40a, 42a.
, 44a, 46a, 48a, and 48b are engaged when hydraulic pressure is supplied to them, and released when the hydraulic pressure in these oil chambers is discharged. The second brake 48 includes a double chamber hydraulic servo having an inner oil chamber 48a and an outer oil chamber 48b.

In this case, the oil chambers to which hydraulic pressure is supplied only during the reverse gear are the oil chamber 42a of the third clutch 42 and the outer oil chamber 48b of the second brake 48.

FIG. 2 shows the main parts of one embodiment of the hydraulic control device according to the present invention. In Fig. 2, 100 indicates a reverse gear prohibition valve (reverse prohibition valve).
The reverse gear prohibition valve 100 includes a valve body 102, a plug 104, a reverse port 106 to which line oil pressure is applied when the manual shift range is set to reverse gear, and an oil chamber 42a of the third clutch 42 for establishing reverse gear. oil road 13
The clutch port 108 is connected to the outer oil chamber 48b of the second brake 48 for establishing the reverse gear through the oil passage 132, and is connected to the clutch port 108 through the oil passage 134, the 1-2 shift valve 140, and the oil passage 136. A brake boat 110, a drain boat 112, an inhibit port 114, a hold port 116, and another hold port 11 that communicate with the inner oil chamber 48a of the brake 48.
8 and a compression coil spring 120.

The valve body 102 and the plug 104 are placed in a position where the drain boat 112 is closed and both the clutch port 108 and the brake boat 110 are connected in communication with the reverse port 106, as shown in the right half of the figure, and in the permitting position, as shown in the right half of the figure. As shown in the left half, the reverse port 106 is closed and the clutch port 108 and brake boat 110 are both connected to the drain boat 112 in communication, but they are moved between the normal position and the compression coil spring 120. It is biased toward the permitted position by the spring force and the hydraulic pressure applied to the hold port 116 or 118, and is biased toward the prohibited position by the hydraulic pressure applied to the inhibit port 114. .

The inhibit port 114 is configured to be selectively supplied with line hydraulic pressure through an oil passage 152 in accordance with the opening and closing of the electromagnetic drain valve 150. In this embodiment, the electromagnetic drain valve 150 is configured as a normally open type electromagnetic valve, so when the electromagnetic drain valve 150 is energized and closed, line hydraulic pressure is applied to the inhibit port 114. will be supplied.

The electromagnetic drain valve 150 is energized when, even though the manual shift range has been set to reverse gear by manual operation by the driver, it is necessary to prohibit the establishment of a subsequent gear. This may be a time when the vehicle is traveling forward and the vehicle speed is equal to or higher than a predetermined value.

The hold port 116 is connected to the oil passage 130 by the oil passage 154.
is connected to. In the middle of the oil passage 130, there is a check valve 160.1 having different operating directions and degrees of restriction in order to control the upward and downward speeds of the hydraulic pressure to the oil chamber 42a.
62 and orifices 164 and 166 are provided, and the communication connection point of the oil passage 154 to the oil passage 130 is located closer to the oil chamber 42a than these parallel circuits, and the hold port 116 is substantially connected to the oil passage 130. It communicates with the chamber 42a so that substantially the same oil pressure as the oil pressure in the oil chamber 42a can be applied thereto.

The orifice 166 controls the rising speed of the oil pressure to the oil chamber 42a, and at the same time gives a delay effect to the rise of the oil pressure supplied to the hold port 116, so that this rise is slower than the rise of the oil pressure supplied to the inhibit port 114.

Another hold port 118 is supplied with line hydraulic pressure when the manual shift range is set to a forward range such as the D range. As a result, when the manual shift range is set to the forward range, the valve body 102 and the plug 104 are always held at the permission position even if line oil pressure is applied to the inhibit port 114, and when the manual shift range is set to the forward range, the valve body 102 and the plug 104 are always held at the permitted position.
04 is prevented from moving unnecessarily.

The 1-2 shift valve 140 is a spool valve type shift valve having a general structure having a valve body 142, and the valve body 142 is in the lowered position shown in the left half of the figure only in the -th gear. At other times, it is in the raised position shown in the right half of the figure. Second brake 48
A brake boat 148, which is connected to the inner oil chamber 48a by an oil passage 136, is connected to the boat 144 when the valve body 122 is in the raised position, whereas when the valve body 142 is in the lowered position, boat 146
It is designed to be connected to the

The boat 144 is connected to the reverse gear prohibition valve 100 by the oil passage 134.
The brake boat 110 is connected in communication with the brake boat 110 of the brake boat 110 . Line hydraulic pressure is supplied to the other boat 146 only when the manual shift range is set to the L range.

Therefore, oil pressure is supplied to the outer oil chamber 48b of the second brake 48 only in the reverse gear, but oil pressure is supplied to the inner oil chamber 48a in the L range and in the reverse gear.

When the manual shift range is set to the forward range and the vehicle is traveling forward, line oil pressure is supplied to the hold port 118 of the reverse gear prohibition valve 100, so the valve body 102 and plug 104 are in the permission position. Retained.

When the manual shift range is switched to reverse gear from the above-mentioned state, the line oil pressure of the boat 118 is quickly discharged, and the valve body 102 and the plug 104 are thereby directed to the permitted position only by the spring force of the compression coil spring 120. It becomes energized.

At this time, if the vehicle speed is below a predetermined value, that is, if it is substantially 0, the electromagnetic drain valve 150 is not energized and is open and no oil pressure appears at the inhibit port 114. The spring force of the compression coil spring 120 causes the plug 104 to continue to be in the allowable position. As a result, the line hydraulic pressure applied to the reverse boat 106 to establish the reverse gear is supplied from the boat 108 to the oil chamber 42a of the third clutch 42 via the oil passage 130, check valve 160, and orifice 166, and is also supplied to the brake boat 110. From there, through the oil passage 132, the second brake 4
The oil is supplied to the outer oil chamber 48b of No. 8 and the oil passage 134.1.
-2 shift valve boats 144 and 148, oil line 136;
is supplied to the inner oil chamber 48a of the second brake 48 through
Reverse gear is achieved.

At this time, the oil chamber 42 of the third clutch 42 is
The same hydraulic pressure as that in a is supplied to the hold port 116, and the valve body 102 and the plug 106 are connected to the compression coil spring 120.
In addition to the spring force, the hydraulic pressure applied to the hold port 116 also urges the holding port 116 toward the permission position. As a result, at this time, the electromagnetic drain valve 1
Even if line hydraulic pressure is accidentally supplied to the inhibit port 114 due to malfunction of the valve body 102 and the plug 104
is held in the permitted position to prevent it from accidentally moving to the prohibited position.

If a manual shift operation to the reverse gear is performed while driving forward, hydraulic pressure is no longer applied to the hold port 118 due to the change in the manual shift range, and since the vehicle speed is above a predetermined value, the electromagnetic drain valve 150 When the valve is closed, line hydraulic pressure is supplied to the inhibit port 114.

As a result, the valve body 102 and the plug 104 move upward in the figure against the spring force of the compression coil spring 120, and are located at the prohibited position shown in the left half of the figure.

At this time, the reverse port 106 is closed, the clutch boat 108 and the brake port 110 are both connected to the drain boat 112, and the oil chamber 4 of the third clutch 42 is connected.
Hydraulic pressure is prevented from being supplied to the inner oil chamber 48a and the outer oil chamber 48b of the second brake 2a and the second brake 48, and establishment of the reverse gear is corrected.

Until line oil pressure is supplied to the inhibit port 114 and the valve body 102 and plug 104 are switched to the inhibit position,
Oil pressure is supplied from the clutch boat 108 and the brake port 110 to the oil chamber 42a of the third clutch 42 and the inner oil chamber 48a and outer oil chamber 48b of the second brake 48, and accordingly, the oil pressure is supplied to the hold port 116. The rise of this oil pressure is slower than the rise of the line oil pressure supplied to the inhibit port 114 due to the delay effect of the orifice 166. This allows hold port 11
6 does not reach the specified value earlier than the hydraulic pressure of the inhibit port 114, and a malfunction in which the valve body 102 and the plug 104 are held in the permitted position of the reverse gear inhibition valve does not occur.

In this embodiment, an orifice may be provided in the middle of the oil passage 154, and in the above embodiment, the oil chamber 4 of the third clutch 42 is located in the hold port 116.
2a is configured to be supplied, but the hydraulic pressure supplied to this hold port 116 may be the hydraulic pressure of an oil chamber to which hydraulic pressure is supplied only during reverse gear, and this is in this embodiment. may be, for example, the oil pressure in the outer oil chamber 48b of the second brake 48; in this case, the oil pressure in the outer oil chamber 48b
An orifice may be provided in the middle of the hydraulic pressure supply path to 8b.

[Brief explanation of drawings]

FIG. 1 is a skeleton diagram showing an example of a planetary gear type transmission of an automatic transmission for a vehicle to which a hydraulic control device according to the present invention is applied, and FIG. 2 is an example of a hydraulic control device for an automatic transmission for a vehicle according to the present invention. FIG. 2 is a schematic configuration diagram showing main parts of two embodiments. 42...Third clutch, 48...Second brake, 1
00... Reverse gear prohibition valve, 106... Reverse port. 108...Clutch boat, 110...Brake port, 112...Drain boat, 114...Inhibit port, 116...Hold port, 118...
...Hold port, 140...1-2 shift valve, 1
50...Solenoid drain valve Figure 1 Patent applicant: Toyota Motor Corporation representative
Attorney, Patent Attorney Masatake Akashi (3)
God (Procedural Amendment November 2, 1986)

Claims (1)

[Claims] In a hydraulic control device for an automatic transmission for a vehicle, the hydraulic control device for an automatic transmission for a vehicle is configured to selectively block communication of a hydraulic pressure supply path to an oil chamber of a friction engagement device for establishing a reverse gear by a reverse gear prohibition valve. includes a valve body that switches between a permission position for communicating the hydraulic pressure supply path and a prohibition position for blocking communication of the hydraulic pressure supply path, and a valve body that is moved to the prohibited position by being supplied with hydraulic pressure. and a hold port that holds the valve body at the permitted position by being supplied with hydraulic pressure, and further comprising a delay means that delays the supply of hydraulic pressure to the hold port. Hydraulic control device.