JPH057580B2 - - Google Patents

Description

[Detailed description of the invention]

[Industrial Field of Application] The present invention relates to the control of a vehicle transmission whose speed is set by a hydraulic control device. [Conventional Features] Conventionally, a transmission for a vehicle includes a transmission mechanism that changes speed by operating a hydraulic actuator, and a hydraulic control device that supplies and discharges hydraulic oil to the hydraulic actuator and controls the transmission of the transmission mechanism. When setting the speed change by switching the hydraulic oil supply from one hydraulic actuator to another in a machine, the amount of hydraulic oil supplied is uniquely determined by the line oil pressure that corresponds to the output characteristics of the engine. was. [Problems to be Solved by the Invention] In the conventional technology shown above, the amount of hydraulic oil supplied to the hydraulic actuator is determined by the line hydraulic characteristics, but the engine rotational speed and output torque are determined by the throttle opening. changes. For example, the sub-transmission of a four-wheel-drive transmission that can selectively achieve gears is a planetary gear device in the transmission mechanism that switches the supply of hydraulic fluid from one hydraulic actuator to another to set the gear. The input shaft of the auxiliary transmission is connected to the sun gear of the planetary gear set, and the output shaft of the auxiliary transmission is connected to the carrier of the planetary gear set. A brake is provided to fix and release the ring gear of the gear system, and by engaging the clutch and releasing the brake, the direct gear,
A deceleration stage is obtained by releasing the clutch and fixing the brake, and switching between engagement and release of the clutch and brake is performed by controlling the hydraulic fluid of the hydraulic servo of the friction engagement device of the clutch and brake using a low-high switching valve. Switching is in progress. When a vehicle equipped with this 4-wheel drive transmission downshifts from direct gear to reduction gear at a constant vehicle speed, the rotational speed of the carrier is connected to the output shaft of the 4-wheel drive transmission, so the rotational speed is constant. By releasing the clutch, the load on the sun gear is reduced, and the output of the main transmission increases the rotational speed of the sun gear and decreases the rotational speed of the ring gear. Here, as shown in Fig. 10, the synchronization time α during gear shifting (the time from when the clutch is released until the rotational speed of the ring gear becomes zero) varies greatly depending on the throttle opening, but when the brake The engagement time β is determined by the line pressure of the hydraulic oil supplied to the brake, and if the throttle opening is large, the brake engagement will be delayed from the synchronization time α, and the main transmission output shaft will remain in a low-load state. , when the sun gear rotational speed increases (engine is revving) and the throttle opening is small, the brake is engaged earlier than the synchronization time α, and the ring gear rotational speed is forcibly stopped before synchronization. Therefore, there was a problem in that peak torque was generated due to shift torque fluctuations. An object of the present invention is to provide a vehicle transmission that prevents engine revving and reduces shift shock during gear shifting in a vehicle transmission that switches the supply of hydraulic fluid from one hydraulic actuator to another hydraulic actuator to set gears. Our goal is to provide hydraulic control equipment. [Means for Solving the Problems] In order to solve the above problems, the present invention provides first and second hydraulic actuators that are connected to a frictional engagement element of a transmission mechanism and that are controlled to change speed by supplying and discharging hydraulic pressure. , a pressure regulating valve that adjusts the hydraulic pressure to the actuator, and a switching valve that is disposed between the pressure regulating valve and the first and second hydraulic actuators and controls the supply and discharge of the hydraulic pressure from the pressure regulating valve. In the hydraulic control device for a vehicle transmission, the hydraulic control device throttles a flow rate of hydraulic pressure supplied via the switching valve between the switching valve and the first hydraulic actuator. The structure includes a flow rate control valve that adjusts the pressure to increase in accordance with the increase in oil pressure. [Operation and Effects of the Invention] The hydraulic control device for a vehicle transmission of the present invention having the above configuration includes a flow control valve that varies the amount of hydraulic fluid supplied to the hydraulic actuator in accordance with the throttle opening. By providing this, by draining oil from one hydraulic actuator and supplying hydraulic oil to the other hydraulic actuator, the supply flow rate can be varied according to the throttle opening degree, and the engagement time can be timed to the synchronous time. . [Embodiment] Next, a hydraulic control device for a vehicle transmission according to the present invention will be described based on an embodiment shown in the drawings. FIG. 1 is a sectional view of a four-speed automatic transmission with four forward speeds and one reverse speed and a four-wheel drive sub-transmission, and FIG. 2 is a schematic diagram of a four-wheel drive vehicle. Reference numeral 10 indicates a four-speed automatic transmission with overdrive which is the main transmission, and reference numeral 50 indicates a four-wheel drive sub-transmission connected to the rear of the planetary gear transmission of the main transmission 10. The four-wheel drive sub-transmission 50 uses the output shaft 32 of the main transmission 10 mounted on the engine E as an input shaft, the first output shaft 52 is connected to the rear-wheel drive propeller shaft C, and the second output shaft 54 is connected to the rear-wheel drive propeller shaft C. is connected to a front wheel drive propeller shaft B. The main transmission 10 includes a hydraulic torque converter T,
Equipped with an overdrive mechanism OD and an underdrive mechanism UD with three forward speeds and one reverse speed. The torque converter T includes a pump impeller 11 connected to the output shaft of the engine E, and a turbine impeller 1 connected to the output shaft 12 of the torque converter T.
3. It consists of a stator 15 connected to a fixed part via a one-way clutch 14, and a direct coupling clutch 16, and the output shaft 12 of the torque converter T serves as the input shaft of the overdrive mechanism OD. The overdrive mechanism OD includes friction engagement elements such as a multi-disc clutch C0, a multi-disc brake B0, and a one-way clutch F0, and the selective engagement of these friction engagement elements causes the components to be attached to a fixed member such as the main transmission case 20. Planetary gear set P0 that is fixed, coupled to the input shaft, output shaft, or other components, or released from fixation or coupling
Consisting of The planetary gear device P0 includes a carrier 21 connected to the output shaft 12, a ring gear 23 connected to the output shaft 22 of the overdrive mechanism OD, and a ring gear 23 rotatably fitted on the input shaft 12 and connected to the main body via a brake B0. A sun gear 24 is fixed to the transmission case 20 and connected to the carrier 21 via a clutch C0 and a one-way clutch F0 parallel to the clutch C0, and a sun gear 24 is rotatably supported by the carrier 21 and 24 and a planetary pinion 25 meshed with the ring gear 23. The output shaft 22 of the overdrive mechanism OD also serves as the input shaft of the underdrive mechanism UD, which has three forward stages and one reverse stage. The underdrive mechanism UD includes multi-disc clutches C1 and C2, which are frictional engagement elements, a belt brake B1, multi-disc brakes B2 and B3, one-way clutches F1 and F2, a front-stage planetary gear unit P1, and a rear-stage planetary gear. It consists of a device P2. The front planetary gear device P1 includes a ring gear 31 connected to the output shaft 22 via a clutch C1.
, a carrier 33 connected to the output shaft 32 of the underdrive mechanism UD, a belt brake B1 connected to the output shaft 22 via a clutch C2, a brake B2 and a brake B2 parallel to the belt brake B1. A sun gear 34 is fixed to the main transmission case 20 via a one-way clutch F1 connected in series with the main transmission case 20, and a planetary pinion 35 is rotatably supported by the carrier 33 and meshed with the sun gear 34 and the ring gear 31.
It consists of The rear planetary gear unit P2 includes a brake B3 and a one-way clutch F2 parallel to the brake B3.
A carrier 36 fixed to the main transmission case 20 via a sun gear 37 integrally formed with the sun gear 34 of the front planetary gear device P1, a ring gear 38 connected to the output shaft 32, and a carrier 36. is rotatably supported by the sun gear 37.
and a planetary pinion 39 meshed with a ring gear 38. The main transmission 10 is built in an oil pan 40 fastened to the lower part of the main transmission case 20, and has a main hydraulic control device 1 with an oil strainer 101 disposed at the lower part.
00, the clutches and brakes, which are frictional engagement elements, are selectively engaged or released according to the vehicle running conditions such as the throttle opening of the engine E and the vehicle speed, and forward movement including overdrive (O/D) is performed. A four-speed automatic gear shift and a one-speed reverse gear shift are performed using only manual gear shifting. The auxiliary transmission case 51 of the auxiliary transmission 50 is fastened to the rear part of the main transmission case 20 with a plurality of bolts so that the output shaft 32 is an input shaft, and includes a clutch C3, a brake B4, and a clutch C4, which are frictional engagement elements. is the output shaft 32 of the planetary gear device P1, P2
is an input shaft, and a first output shaft 52 of a sub-transmission 50 arranged in series with the output shaft 32, the output shaft 32
and the first output shaft 52 , a four-wheel drive sleeve 53 rotatably fitted around the first output shaft 52 , and a four-wheel drive sleeve 53 that is parallel to the output shaft 32 . The first output shaft 5 is arranged in parallel.
2, and a transmission mechanism 55 between the sleeve 53 and the second output shaft 54. The planetary gear device P3 has an output shaft 32
A sun gear 56 spline-fitted to the end of the planetary pinion 5 meshing with the sun gear 56.
7, a ring gear 58 that meshes with the planetary pinion 57, and a carrier 59 that rotatably holds the planetary pinion 57 and is connected to the tip of the first output shaft 52 of the sub-transmission 50. A parking gear 61 is provided around the outer periphery of a cylinder 60 connected to the carrier 59, and when the shift lever (not shown) of the main transmission 10 is selected to the parking position, the pawl 62 moves to the parking gear. 61 and fixes the first output shaft 52. The sub-transmission 50 includes a sub-hydraulic control device 4 disposed within an oil pan 63 at the bottom of the sub-transmission case 51.
00 selectively engages or disengages each clutch and brake, which are frictional engagement elements. FIG. 3 shows a main hydraulic control device 100 of the main transmission 10.
shows. An oil strainer 101 built into the oil pan 40, an oil pump 102, a cooler bypass valve 115 for regulating oil cooler O/C pressure, a pressure relief valve 116, a release clutch control valve 117, a release brake control valve 118, A lock-up relay valve 120, a pressure regulating valve (regulator valve) 130 that regulates the pressure of the supply oil supplied from the oil pump 102 and supplies it to the oil passage 1, a lubricating oil supply oil passage L1 to the main transmission 10 side, and a sub-transmission Hydraulic oil supply line L2 on machine 50 side
a second pressure regulating valve 150, a cutback valve 160, a lockup control valve 170,
A first accumulator control valve 180, a second accumulator control valve 190, and a throttle valve 20 that generates oil pressure in the oil passage 1A according to the throttle opening degree.
0, manual valve 210 that divides the line pressure supplied to oil path 1 to oil paths 2 to 6, 1-2 shift valve 220, 2-3 shift valve 230, 3-4 shift valve 240, and brake B1. An intermediate coast modulator valve 245 that adjusts the hydraulic pressure supplied, a low coast modulator valve 250 that adjusts the hydraulic pressure supplied to the hydraulic servo B-3, and an accumulator 2 that smoothly engages the clutch C0.
60, an accumulator 270 that smoothly engages the brake B0, an accumulator 280 that smoothly engages the clutch C2, and a brake B
Accumulator 29 for smooth engagement of 2
0, hydraulic servo C- of clutch C0, C1, C2
0, C-1, C-2 and brakes B0, B1,
B2, B3 hydraulic servo B-0, B-1, B-
2, B-3, flow control valve with check valve 301, 303, 304, which controls the flow rate of supplied pressure oil;
305, 306, 307, 308, 309, shuttle valve 302, oil strainer ST1, ST
2, ST3, ST4, first solenoid valve S1, 1 which is opened and closed by the output of the electronic control device (computer) 600 described below and controls the 2-3 shift valve 230;
-2 shift valve 220 and 3-4 shift valve 240
A second solenoid valve S2 that controls both the lock-up relay valve 120 and the lock-up control valve 170, a third solenoid valve S3 that controls both the lock-up relay valve 120 and the lock-up control valve 170, and an oil passage that connects each valve and the clutch and brake hydraulic cylinders. Consisting of A shift lever (not shown) of the main transmission 10 provided in the driver's seat for driving the manual valve 210
has main shift positions Mp for each range of P (park), R (reverse), N (neutral), D (drive), S (second), and L (low) ranges, and this main shift position Mp Table 1 shows the setting ranges, gears 4th speed (4), 3rd speed (3), 2nd speed (2), and 1st speed (1), and the operational relationships of the clutch and brake.

【table】

[Table] In Table 1, ○ in S1 and S2 indicates energization,
× in S1 and S2 indicates non-energization. ◎ in S3 indicates a lockup state by energizing, and × in S3 indicates a lockup release state. E indicates that the corresponding clutch and brake are engaged;
× indicates that the corresponding clutch and brake are released. For L, the corresponding one-way clutch is engaged in the engine drive state,
This means that this engagement is not necessarily required (lock) since power transmission is ensured by a clutch or brake installed in parallel. (L) indicates that the corresponding one-way clutch is engaged only in engine drive conditions and not in engine brake conditions.
f indicates that the corresponding one-way clutch is free. Table 2 shows the communication state between oil passage 1 and oil passages 2 to 6 at the shift position of the shift lever of main transmission 10.

[Table] In Table 2, ○ indicates the case where line pressure is supplied through communication, and × indicates the case where the line pressure is exhausted. FIG. 4 shows an auxiliary hydraulic control device 400 of the four-wheel drive auxiliary transmission 50. Oil passage 6 of main hydraulic control device 100 of main transmission 10
A transfer manual valve 410, a relay valve 420, a clutch C3, and a brake B4, which supply oil supplied to the oil passages 7 and 8 by a shift lever installed in the driver's seat and manually operated. Switching low-high switching valve 44
0, third accumulator control valve 460, shift timing valve 470, orifice control valve 480, which is a flow rate regulating valve that controls engagement of brake B4 according to throttle opening, and clutch C3.
Accumulator 50 that smoothly engages the
0, an accumulator 510 that smoothly engages the brake B4, a second actuator for the clutches C3, C4, and the brake B4, C-3;
Hydraulic servo, C-4 hydraulic servo, B-4 hydraulic servo which is the first actuator, flow control valve 52 with check valve that controls the flow rate of supplied pressure oil.
1,522,523, oil strainer ST5,
ST6, a fourth solenoid valve S4 that is opened and closed by the output of an electronic control unit 600 (described below), and oil passages that communicate between each valve and the hydraulic cylinders of the clutch and brake. The transfer manual valve 410 has a spool 411 connected to a shift lever (not shown) provided at the driver's seat, and an import 412 connected to the oil passage 6 of the main hydraulic control device 100 of the main transmission 10; Outport 41 connecting to oil line 7
3. It has an out port 414 communicating with the oil passage 8 and drain ports 415 and 416. The transfer manual valve 410 connects the oil passage 6 and the oil passage 7 when the spool 411 is set to the two-wheel drive direct connection H2 position, and connects the oil passage 8 to the drain port 4.
16, and when set to the 4-wheel drive direct connection H4 position, connects the oil passage 6 with the oil passage 7 and the oil passage 8,
When the four-wheel drive deceleration L4 position is set, the oil passage 6 and the oil passage 8 are connected, and the oil passage 7 is connected to the drain port 415. The relay valve 420 has a spool 421 and a plunger 422 connected in series with the spool 421. The spool 421 has an upper end land 424 and a lower land 425, both of which have the same diameter and have a spring 423 on their backs. plunger 422
has an illustrated upper end land 426 having the same diameter as the land of the spool 421, and an illustrated lower end land 427 having a larger diameter than the upper end land 426. These spools 4
21 and plunger 422, the illustrated upper end oil chamber 431, upper end land 424, and lower end land 425 are installed.
A first intermediate oil chamber 432 between the spool 421 and the plunger 422, a second intermediate oil chamber 433 between the spool 421 and the plunger 422, and a third intermediate oil chamber 433 between the upper end land 426 and the lower end land 427.
An intermediate oil chamber 434 and a lower end oil chamber 435 are formed. In this relay valve 420, hydraulic pressure is supplied to the lower end oil chamber 435 from the oil passage 6A, and when the spool 421 and the plunger 422 are set upward in the figure, the oil passage 7 and the line pressure supply oil passage 7A are connected to the first intermediate oil By switching the transfer manual valve 410, it becomes possible to supply and discharge line pressure to the lower end oil chamber 456 of the low-high switching valve 440, and the oil passage 7 and the line pressure supply oil passage 7A communicate, When line pressure is supplied to the lower end oil chamber 456 of the low-high switching valve 440 by the transfer manual valve 410, feedback pressure is supplied to the second intermediate oil chamber 433, so that the spool 421 is fixed upward in the drawing. At this time, when the solenoid valve S4 is energized by the output of the electronic control device 600 and the hydraulic pressure is discharged from the lower end oil chamber 435, the plunger 4
22 is set at the bottom in the figure, but the spool 421
remains fixed upward in the figure, and maintains the state in which line pressure is supplied to the lower end oil chamber 456 of the low-high switching valve 440. In this state, when the line pressure in the oil passage 7 is discharged by the transfer manual valve 410, or when the oil passage 7 and the line pressure supply oil passage 7A are connected, the transfer manual valve 410
When the line pressure is exhausted from the lower end oil chamber 456 of the low-high switching valve 440, the electronic control device 60
When the fourth solenoid valve S4 is energized by the output of 0 and the oil pressure is exhausted from the lower end oil chamber 435,
The spool 421 and the plunger 422 are set downward in the drawing by the force of the spring 423, and the line pressure supply oil passage 7A communicates with the drain port 436 via the first intermediate oil chamber 432. When the spool 421 is set at the lower position in the figure, line pressure is not supplied to or discharged from the lower end oil chamber 456 of the low-high switching valve 440 by the transfer manual valve 410, and the line pressure remains discharged, and the spool of the low-high switching valve 440 441 and plunger 442 are set at the bottom in the figure. The low-high switching valve 440 has a first setting position (lower side in the figure) and a second setting position (upper side in the figure), and as shown in FIG. Second setting position (upper part shown)
Clutch C3's hydraulic servo C-
3. A low-high switching spool 411 which is a switching valve for supplying and discharging line pressure oil to the hydraulic servo B-4 of the brake B-4 and the low-high switching spool 41
1 and has a first setting position (lower side in the figure) and a second setting position (upper side in the figure), and when biased to the second setting position (upper side in the figure), the low-high switching spool 411 is It has an inhibitor valve 442 set to the second setting position, and the low/high switching spool 4
11 are all the same diameter and low-high switching spool 4
It has a sleeve-shaped land 445 at the upper end shown, a sleeve-shaped land 447 at the lower end shown in the drawing, and an intermediate land 446 on which a spring 450, which is a means for biasing the device 11 to the first set position, is provided. inhibitor valve 44
2 has an illustrated upper end land 448 having the same diameter as the land of the low/high switching spool 411, and a lower end land 449 having a larger diameter than the upper end land 448. These low-high switching spool 411 and inhibitor valve 442 control the upper end oil chamber 451, the first and second intermediate oil chambers 452 between the sleeve-shaped land 445, the intermediate land 446, and the lower end land 447,
453, an oil chamber 454 between the low-high switching spool 411 and the inhibitor valve 442, and a lower end oil chamber 456 are formed. This low-high switching valve 440 operates when the low-high switching spool 411 is set to the lower position in the figure.
The upper end oil chamber 451 communicates with the oil passage 6A via the oil port 443 of the sleeve-shaped land 445, the first intermediate oil chamber 452 communicates with the line pressure oil passage 6 and the deceleration oil passage 6B, and the second intermediate oil chamber 453 communicates the direct connection oil passage 6C and the drain port 457, and when the low-high switching spool 411 is set upward in the figure, the upper end oil chamber 451 communicates with the drain port 458 via the oil port 443 of the sleeve-shaped land 445. , the first intermediate oil chamber 452 is connected to the deceleration oil passage 6B and the drain port 4.
59, the second intermediate oil chamber 453 communicates the oil passage 6 and the direct connection oil passage 6C, and the oil chamber 454 always urges the low-high switching spool 411 to the second setting position (upper part in the figure). inhibitor valve 44
2 to the first setting position (downward in the figure).
The lower end oil chamber 456 always urges the inhibitor valve 442 to the second set position (upper side in the figure). The orifice control valve 480 is a flow rate regulating valve according to the present invention that regulates the line pressure supplied to the oil passage 6B to a hydraulic pressure according to the throttle opening degree and supplies it to the hydraulic servo B-4. It has a spool 485 having an upper end land 482, an intermediate land 483, and a lower end land 484 from the upper side shown in the figure, which are biased.
An upper oil chamber 487, a lower oil chamber 488 and a lower oil chamber 489 containing a spring 481 are formed between the intermediate land 483 and the lower land 484, and the throttle opening is controlled from above in the figure within the main hydraulic control device 100. Throttle valve 200 that generates hydraulic pressure according to
The first port 49 receives the hydraulic pressure generated by
1. Second port 492 communicating with oil passage 6B via orifice 6a and orifice 6b; Third port 493 communicating with hydraulic servo B-4; oil passage 6
A fourth port 494 and a drain port 495 are provided which communicate with B via the orifice 6a, and the spool 485 has an upper oil chamber 487 and a lower oil chamber 488.
An orifice 6c is provided to communicate with the. This orifice control valve 480 is
As shown in FIG. 5, the upper end oil chamber 486 is communicated with the oil passage 1A of the throttle valve 200 of the main hydraulic control device 100, and the oil pressure increases in accordance with the throttle opening degree supplied to the upper end oil chamber 486. Hydraulic servo B
-Increases the flow rate of hydraulic pressure supplied to 4.
For example, when the throttle opening is low (for example, throttle opening = 0%), the spool 485 is not supplied with the throttle hydraulic pressure that presses the spool 485 downward in the figure from the first port 491 to the upper end oil chamber 486, It is set to the position shown in . At this time, when line pressure is supplied to the oil passage 6B, the hydraulic servo B-
4 is an oil passage supplied from the oil passage 6B via the orifices 6a and 6b, and an oil passage supplied from the oil passage 6B to the orifice 6.
a, 6b, second port 492, upper oil chamber 487,
Orifice 6c, lower oil chamber 488, third port 4
Hydraulic oil is supplied from the oil passage supplied through the hydraulic servo B-4, and the flow rate of the hydraulic oil supplied to the hydraulic servo B-4 is approximately determined by the flow rate through the orifices 6a and 6b. When the throttle opening is low to medium (for example, throttle opening = 15%), the spool 485 is transferred from the first port 491 to the upper end oil chamber 486.
Throttle oil pressure is supplied to press 85 slightly downward, and it is set at the position shown in b in the figure. At this time, when line pressure is supplied to the oil passage 6B, the hydraulic servo B
-4 is an oil path that is supplied from the oil path 6B through the orifices 6a, 6b, and the oil path 6B, the orifices 6a, 6b, the second port 492, the upper oil chamber 49
7. Hydraulic oil is supplied from the oil passage supplied through the third port 493, and the flow rate of the hydraulic oil supplied to the hydraulic servo B-4 is determined by the flow rate through the orifices 6a and 6b. When the throttle opening is medium (for example, throttle opening = 30%), the spool 485 is supplied with throttle hydraulic pressure from the first port 491 to the upper end oil chamber 486 to press the spool 485 further downward from the position b shown in the figure. , is set at the position shown in figure c. At this time, when line pressure is supplied to the oil passage 6B, the hydraulic servo B-4 operates between the oil passage 6B that is supplied through the orifices 6a and 6b, and the oil passage that is supplied from the oil passage 6B through the orifices 6a and 6b.
b, the oil passage supplied through the second port 492, the upper oil chamber 497, the third port 493, and the oil passage 6B
Hydraulic oil is supplied from the oil passage through the orifice 6a, the fourth port 494, the lower oil chamber 488, the orifice 6c, the upper oil chamber 487, the second port 492, and the third port 493. The flow rate of hydraulic oil supplied to servo B-4 is determined by the flow rate through orifices 6a and 6b and the flow rate through orifices 6a and 6.
It is determined by the flow rate through c. When the throttle opening is high (e.g. throttle opening = 100%),
The spool 485 is supplied with throttle oil pressure from the first port 491 to the upper end oil chamber 486 to press the spool 485 to the lower position shown in the figure, and is set at the position shown in the figure d. At this time, when line pressure is supplied to the oil passage 6B, the hydraulic servo B-4 connects the oil passage supplied from the oil passage 6B via the orifices 6a and 6b,
An oil path is supplied from the oil path 6B through the orifices 6a, 6b, the second port 492, the upper oil chamber 497, and the third port 493, and the oil path is supplied from the oil path 6B to the orifice 6a, the fourth port 494, the upper oil chamber 487, Second
Hydraulic oil is supplied from the oil passage supplied through the port 492 and the third port 493, and the flow rate of the hydraulic oil supplied to the hydraulic servo B-4 is controlled by the orifice 6.
It is almost determined at a. Here, the above orifice 6
a, 6b, 6c, 6a=3φ, 6b=1.6φ, 6
When c = 1.4φ, the flow rate of hydraulic oil supplied to hydraulic servo B-4 is as follows: Throttle opening is low opening (a in the diagram), throttle opening is low in the middle (b in the diagram) < Throttle opening is medium opening (c in the figure) < throttle opening is high (d in the figure), and as a result, as shown in Fig. 6, the engagement time β of brake B4 changes in multiple stages, The time it takes for the rotational speed of the ring gear 58 to become zero after the rotational speed of the ring gear 58 is released is an approximate value of α. Further, in this embodiment, the second port 492 may be omitted. This makes it possible to prevent the engine from revving up and reduce shift shock when the gear is shifted from the direct gear to the reduction gear. The fourth solenoid valve S4 is energized from de-energized only when the shift lever (not shown) is set in the L4 (four-wheel drive deceleration) range and the vehicle running conditions are within a predetermined permission range; Set the shift lever to H2 (2-wheel drive direct connection), H
4 (4-wheel drive direct connection) range, and the vehicle is controlled by the electronic control unit 600 so that it is de-energized only when the vehicle running conditions are within a predetermined permission range. A high-level solenoid pressure (equal to line pressure) is generated in the oil passage 6A connected to the oil passage 2, and when electricity is applied, the pressure oil in the oil passage 6A is discharged to generate a low-level solenoid pressure. The shift levers of the auxiliary transmission 50 installed in the driver's seat for driving the transfer manual valve 410 are H2 (2-wheel drive direct connection), L2 (2-wheel drive deceleration), H4 (4-wheel drive direct connection), and L4. (4-wheel drive deceleration) has a sub shift position SP for each range,
Table 3 shows the operational relationship between the setting range of this sub-shift position Sp, the engagement and release of brake B4, clutches C3 and C4, and the running state of the vehicle.

[Table] In Table 3, once S4 is de-energized, α maintains the directly connected running state even if S4 is energized, and β is S4.
Once S4 is energized, the decelerated running state is maintained even if S4 is de-energized. E indicates that the corresponding clutch or brake is engaged, and X indicates that the corresponding clutch or brake is released. Table 4 shows the communication state between the oil passage 6 and the oil passages 7 and 8 at the shift position of the sub-transmission.

[Table] In Table 4, ○ indicates the case where line pressure is supplied through communication, and × indicates the case where the line pressure is exhausted. Next, the operation of the sub-transmission 50 in each setting range will be explained. A: When transfer manual valve 410 is set to H2 range. Line pressure is supplied to the oil passage 7 as shown in Table 4,
The oil passage 8 is depressurized. Since the pressure in the oil passage 8 is exhausted, the clutch C4 is released by the exhaust pressure from the hydraulic servo C-4, and no power is transmitted to the sleeve 53, resulting in a two-wheel drive state. When the fourth solenoid valve S4 is de-energized by the output of the electronic control device 600, high-level solenoid pressure is supplied to the lower end oil chamber 435 of the relay valve 420, so the spool 421 and plunger 422 are set upward in the figure. The oil passage 7 and the line pressure supply oil passage 7A communicate with each other via the relay valve 420, and a line pressure signal is supplied to the lower end oil chamber 456 of the low/high switching valve 440. As a result, the low-high switching spool 411 and the inhibitor valve 442 of the low-high switching valve 440 are set to the second setting position (upper part in the figure), and the oil passage 6B is connected to the drain port 4.
59 and the pressure is discharged, the pressure of the hydraulic servo B-4 is discharged and the brake B4 is released. The oil passage 6C is the low-high switching spool 4 of the low-high switching valve 440.
11. Since the inhibitor valve 442 is set to the second setting position (upper part in the figure), it communicates with the oil path 6;
It communicates with the oil passage 6D via the third accumulator control valve 460, supplies line pressure to the hydraulic servo C-3, and engages the clutch C3. Therefore, the sub-transmission 50 becomes H2 (two-wheel drive directly connected state). At this time, the second intermediate oil chamber 4 of the relay valve 420
33 from the line pressure supply oil passage 7A, the spool 421 is fixed upward in the figure, and even if the fourth solenoid valve S4 is energized and low level solenoid pressure is supplied to the lower end oil chamber 435, the spool 421 is fixed upward in the figure. , only the plunger 422 is set downward in the figure, the spool 421 remains set upward in the figure, and a line pressure signal is supplied to the lower end oil chamber 456 of the low-high switching valve 440. Therefore, the sub-transmission 50 maintains H2 (two-wheel drive directly connected state) even when the fourth solenoid valve S4 is energized. B When transfer manual valve 410 is set to H4 range. As shown in Table 4, line pressure is supplied to both oil passage 7 and oil passage 8. When the fourth solenoid valve S4 is de-energized by the output of the electronic control device 600, high-level solenoid pressure is supplied to the lower end oil chamber 435 of the relay valve 420, so the spool 421 and plunger 422 are set upward in the figure. The oil passage 7 and the line pressure supply oil passage 7A communicate with each other, and line pressure is supplied to the lower end oil chamber 456 of the low-high switching valve 440. As a result, the low-high switching spool 411 and the inhibitor valve 442 of the low-high switching valve 440 are set to the second setting position (upper part in the figure), the oil passage 6B is connected to the drain port 459 and pressure is exhausted, and the hydraulic servo B-4 is The pressure is exhausted and the brake B4 is released. Since the low-high switching spool 411 and the inhibitor valve 442 of the low-high switching valve 440 are set to the second setting position (upper part in the figure), the oil passage 6C is connected to the oil passage 6, and the third accumulator control valve 4 is connected to the oil passage 6C.
60 to the oil passage 6D, and the hydraulic servo C-
Line pressure is supplied to clutch C3 to engage clutch C3. The line pressure supplied to the oil passage 8 is also supplied to the hydraulic servo C-4, which engages the clutch C4. As a result, the sub-transmission 50 becomes H4 (four-wheel drive direct connection state). At this time, the second intermediate oil chamber 4 of the relay valve 420
33 from the line pressure supply oil passage 7A, the spool 421 is fixed upward in the figure, the fourth solenoid valve S4 is energized, and low-level solenoid pressure is supplied to the lower end oil chamber 435. In this case, only the plunger 422 is set to the lower side in the figure, and the spool 421 remains set to the upper side in the figure, supplying line pressure to the lower end oil chamber 456 of the low-high switching valve 440, and the sub-transmission 50 is set to the H4 position.
(maintains 4-wheel drive direct connection state). C: When the transfer manual valve 410 is set to the L4 range. As shown in Table 4, oil passage 7 is evacuated and line pressure is supplied to oil passage 8. This allows relay valve 4
20, oil passages 7 and 7A are exhausted and line pressure is supplied to oil passage 8, so clutch C4 is engaged and the four-wheel drive state is maintained. When the high speed stage H2, H4 is set to the L4 range, the fourth solenoid valve S4 is activated by the electronic control device 6.
When the current is not energized due to the output of 00, a high level solenoid valve is supplied from the oil passage 6A to the oil chamber 454 of the low-high switching valve 440, and the line pressure that was being supplied to the lower end oil chamber 456 is transferred to the oil passage 7A. , relay valve 420, oil passage 7, and transfer manual valve 410, the line pressure applied to oil chamber 454 moves inhibitor valve 442 of low-high switching valve 440 to the first setting position ( (downward in the figure), but the low-high switching spool 411 of the low-high switching valve 440 is
It remains set at the setting position (upper part in the figure) and becomes H4 (four-wheel drive direct connection state). When the output of the electronic control device 600 causes the fourth solenoid valve S4 to be energized when the transfer manual valve 410 is set to the L4 range, or when the transfer manual valve 410 is in the L4 state, the fourth solenoid valve S4 is activated. When energized from de-energized, the oil passage 6A is set to a low level solenoid pressure, so the low-high switching spool 411 of the low-high switching valve 440 is set to the first setting position (lower in the figure) by the action of the spring 450. . As a result, the oil passage 6 and the oil passage 6B are connected via the low/high switching valve 440, and the hydraulic servo B-4 of the brake B4 is connected to the oil passage 6B.
Line pressure is supplied to the orifice 6a, the orifice 6b, or the orifice control valve 480, and the oil passage 6C is connected to the first low-high switching valve 440.
It communicates with the drain port 457 via the intermediate oil chamber 452 and is exhausted, and the hydraulic servo C of the clutch C3
-3 oil pressure is exhausted. As a result, the sub-transmission 5
0 is L4 (four-wheel drive deceleration state). After the state is suddenly set to L4 (4-wheel drive deceleration state), even if the fourth solenoid valve S4 is de-energized, when the oil passage 6A is brought to a high level solenoid pressure, the oil chamber 454 of the low-high switching valve 440 is applied to the sleeve-shaped land 4 of the low-high switching spool 411 at the same time.
Since a high level solenoid pressure is applied to the upper end oil chamber 451 through the oil port 443 of 45, the low/high switching spool 411 is not displaced and L4 (four-wheel drive deceleration state) is maintained. D When the auxiliary transmission 50 is in the four-wheel drive deceleration state, the transfer manual valve 410 changes from the L4 range to the H2 range.
Or when set to H4 range. When the fourth solenoid valve S4 is energized by the output of the electronic control device 600, the relay valve 42
Hydraulic pressure is discharged from the lower end oil chamber 435, and the force of the spring 423 moves the spool 421 and the plunger 4.
22 is set at the lower side in the figure, the oil passage 7 and the oil passage 7A are prevented from communicating with the upper end land 424, and the lower end oil chamber 456 of the low-high switching valve 440 is in a depressurized state, so that the low-high switching valve 440 low-high switching spool 411 and inhibitor valve 4
42 is set downward in the figure by the force of the spring 450, the clutch C3 is released, and the brake B4 is engaged, so the sub-transmission 50 is set to L2 (two-wheel drive deceleration state) or L4 (four-wheel drive deceleration state). However, when the fourth solenoid valve S4 is de-energized by the output of the electronic control device 600, high-level solenoid pressure is supplied to the lower end oil chamber 435 of the relay valve 420 as described above, so that the spool 421 and the inhibitor valve 422 are set upward in the figure, the oil passage 7 and the line pressure supply oil passage 7A communicate with each other, line pressure is supplied to the lower end oil chamber 456 of the low-high switching valve 440, and the low-high switching spool 41
1 and the inhibitor valve 442 are set to the second setting position (upper side in the figure). As a result, oil path 6
B connects to drain port 459 and is depressurized,
As a result, the brake B4 is released, and the oil passage 6C is connected to the low-high switching spool 4 of the low-high switching valve 440.
11. Since the inhibitor valve 442 is set to the second setting position (upper part in the figure), it communicates with the oil passage 6;
It communicates with the oil passage 6D via the third accumulator control valve 460, engages the clutch C3, and the sub-transmission 50 becomes H2 (directly connected to two-wheel drive) or H4 (directly connected to four-wheel drive). An electronic control device that performs gear change control of a four-wheel drive automatic transmission will be explained based on block diagrams shown in FIGS. 7 and 8. Main hydraulic control device 100 and sub-hydraulic control device 4
The electronic control device 600 that controls the energization of the solenoid valves S1 to S4 of No. 00 includes a throttle opening sensor 601 that detects the amount of accelerator, and a vehicle speed sensor 602 that converts a signal detected from the output shaft rotation speed of the sub-transmission 50 into a vehicle speed. , a main transmission output shaft rotational speed sensor 603 that detects the rotational speed of the output shaft 32 of the main transmission 10, which is the input shaft of the auxiliary transmission 50; Power select switch 604 and brake lamp switch 6 for switching settings
05. Main transmission shift lever position sensor 606 that detects the position Mp of the setting range of the main transmission 10;
A sub-transmission shift lever position sensor 607 detects the position Sp of the setting range of the sub-transmission 50, an input port from these vehicle running conditions and an output port to the solenoid valves S1 to S4.
O port 608, central processing unit CPU, random access memory RAM that performs shift point processing,
It consists of a read-only memory ROM that stores data on shift patterns such as shift points and lock-up points. FIG. 9 shows another embodiment of the present invention. In this embodiment, the second port 492 and the third port 493 of the orifice control valve 480 are
As a result, in the above embodiment, when the throttle opening is low, the flow rate of the hydraulic oil supplied from the oil passage 6B to the hydraulic servo B-4 is reduced to the orifice 6a and the hydraulic servo B-4. 6b, and was said to be almost the same as the supply flow rate at low and medium opening degrees, but in this embodiment, at low opening degrees, the flow rate from oil passage 6B to hydraulic servo B-4
The flow rate of hydraulic oil supplied to orifice 6 is
a, 6b, and 6c, and the throttle opening is the same as in the above embodiment when the throttle opening is low/medium opening, medium opening, and high opening, so the operation to hydraulic servo B-4 is The oil supply flow rate is as follows: Throttle opening is low (a) < Throttle opening is low (b) < Throttle is medium (c)
<Throttle opening is set to high opening (d in the diagram) 4
It can be adjusted in stages for more fine-grained control.

[Brief explanation of the drawing]

Figure 1 is a sectional view of a four-wheel drive transmission, Figure 2 is a schematic diagram of the drive mechanism of a four-wheel drive vehicle, Figure 3 is a hydraulic circuit diagram of the hydraulic control system for the main transmission, and Figure 4 is a sub-transmission hydraulic circuit diagram. A hydraulic circuit diagram of the hydraulic control device of the transmission, FIG. 5 is an explanatory diagram of the operation of the orifice control valve, FIG. 6 is a graph showing the operation of the embodiment, FIGS. 7 and 8 are block diagrams of the electronic control device, FIG. 9 is a sectional view of an orifice control valve showing another embodiment, and FIG. 10 is a graph showing the operation of a conventional hydraulic control device. In the figure, P3...speed change mechanism (planetary gear),
C3, B4...Frictional engagement element, B-4...First hydraulic actuator, C-3...Second hydraulic actuator, 130...Pressure control valve, 440...
Switching valve (low-high switching valve), 200...throttle valve, 480...flow control valve.

Claims (1)

[Scope of Claims] 1. First and second hydraulic actuators that are connected to a frictional engagement element of a transmission mechanism and whose speeds are controlled by supplying and discharging hydraulic pressure; a pressure regulating valve that adjusts hydraulic pressure to the actuator; A hydraulic control device for a vehicle transmission comprising a pressure regulating valve and a switching valve disposed between the first and second hydraulic actuators and controlling the supply and discharge of hydraulic pressure from the pressure regulating valve, comprising: The control device is configured to adjust the flow rate of hydraulic pressure supplied between the switching valve and the first hydraulic actuator via the switching valve in accordance with an increase in the hydraulic pressure depending on the throttle opening. 1. A hydraulic control device for a vehicle transmission, characterized in that it is provided with a flow rate control valve. 2. The hydraulic control device has a throttle valve,
2. The hydraulic pressure control device for a vehicle transmission according to claim 1, wherein the hydraulic pressure from the throttle valve is supplied to the flow control valve to regulate the pressure.