JPS6231745A - Accumulator back pressure control device in multistage automatic speed change gear - Google Patents

Abstract

PURPOSE:To reduce shocks upon gear shift, by providing a second accumulator control valve which is controlled by hydraulic pressure fed to a specified frictionally engaging component, to control the back pressure of an accumulator. CONSTITUTION:A second accumulator control valve 70 comprises line pressure ports l1, l2 a pressure adjusting port u1, a feed back pressure port u3, an upper oil chamber G3 and a lower oil chamber j2. Further, a first accumulator control valve 57 comprises an input port u2 communicated with the pressure adjusting port u1, an output port v1 communicated with back pressure chambers 59, 60, 61 in a B0 accumulator B0A, a C2 clutch accumulator C2 A and a B2 accumulator B2A, and a control oil chamber (r) into which a throttle pressure is fed. Further, the upper oil chamber G3 is communicated with an O/D direct clutch C0 and a brake B2.

Description

DETAILED DESCRIPTION OF THE INVENTION (a) Industrial Application Field The present invention relates to an automatic transmission installed in an automobile, and more specifically to accumulator backpressure control in a multi-stage automatic transmission consisting of a main transmission unit and a sub-transmission unit. Regarding equipment.

(b) Prior art-a, an automatic transmission is equipped with a torque converter and a planetary gear mechanism, and the gear mechanism is overdrive (0/Dl planetary gear unit, front planetary gear unit, and rear planetary gear unit). The transmission gear mechanism has four forward speeds and one reverse speed through two solenoid valves and three shift valves.

Furthermore, conventionally, the above-mentioned automatic transmission has been provided with accumulators for the 0/D collective clutch C0, the 0/D brake B0, the Dai-Ref) clutch C2, and the 2nd brake B2, and each clutch, It reduces the shock when the brake is applied, that is, the shift shock. Furthermore, Bo,
Hydraulic pressure from an accumulator control valve acts on the back surface of each of the C2 and B2 accumulators to further reduce shift shock near low throttle opening.

On the other hand, as shown in Japanese Patent Application Laid-open No. 57-37140,
Three solenoid valves and three shift valves are installed, and an overdrive planetary gear unit is used as a sub-transmission unit in combination with a main transmission unit consisting of front and rear planetary gear units to achieve six forward gears. A speed change control device that obtains the following has been devised by the applicant.

→ Problems to be Solved by the Invention By the way, the multi-stage automatic transmission consisting of the sub-transmission and the main transmission unit has the following problems: the sub-transmission unit has two overdrive and direct gears, and the main transmission has 1st, 2nd and 3rd gears. Combining three speeds to obtain six speeds, but if the conventional accumulator backpressure control device described above is used as is, the main transmission unit will upshift (from 1st gear to 2nd gear) while the auxiliary transmission unit is in an overdrive state. In this case, the brake B2 (and clutch C2) capacity of the main transmission unit becomes excessive with the same oil pressure setting as when the auxiliary transmission unit is in the directly connected state, due to the small transmission torque to the main transmission unit.
The gear shift shock becomes large. Also, when the main transmission unit is in a low speed (1st gear) state and the auxiliary transmission unit upshifts (directly coupled → 0/D, therefore, the entire transmission changes from 1st gear to 2nd gear), the main transmission unit is in a high speed (directly coupled) state. ) Brake B of the sub-transmission unit with the same oil pressure setting as when the sub-transmission unit is upshifted (5th-6th speed for the entire transmission). If the capacity becomes too large, the gear shift shock will become large.

SUMMARY OF THE INVENTION Therefore, an object of the present invention is to provide an accumulator back pressure control device for a multi-stage automatic transmission that solves the above-mentioned problems by properly controlling the accumulator back pressure by attaching a second accumulator control valve. It is something.

(M) Means for solving the problem The present invention was made in view of the above circumstances, and (m)
1) A second accumulator control valve having a pressure regulation out port communicating with the inboard of the accumulator control valve is provided, and the second accumulator control valve is connected to a predetermined Q frictional engagement of the main transmission unit and the sub-transmission unit. Controlled by hydraulic pressure to the element, when the auxiliary transmission unit is in a high gear and the main transmission unit upshifts to a predetermined gear, and when the main gear is in a low gear and the auxiliary transmission unit upshifts, the pressure adjustment is performed. It is characterized by being configured to reduce the hydraulic pressure from the outpaw by a predetermined amount.

Specifically, as shown in FIG. 1, the second accumulator control valve 70 has a spool 86 urged upward by a spring 90, and a line pressure bow +-1 to which line pressure is supplied. ,,e2, pressure adjustment 1
- It has a boat U1, a feed port, a pressure port U0, a stage room G3, and a lower oil chamber J2. Also, the first
The accumulator control valve 57 is connected to the import port U2'B which communicates with the pressure regulation out port U.
O brake accumulator B. A, C2 clutch accumulator C2A and B2 brake accumulator B2
An out port v1° communicating with each back pressure chamber 59, 60, 61 of A and a control i oil chamber r to which throttle pressure is supplied.
Based on the throttle pressure in the control oil chamber r, the back pressure from the outboard V is regulated so as to decrease near a low throttle opening. Then, the 21st cylinder valve/70 upper oil chamber G, i is connected to the 0/D direct clutch C0 and (
2nd,) is connected to brake B2, and is also connected to the lower oil chamber j
2 is in direct communication with the hydraulic pressure supply path let J3 to the brake B2.

(E) Operation Based on the above-mentioned configuration, when the transmission 1 as a whole is at ] speed,
That is, the sub-transmission unit 16 is the O/D direct clutch C.
0 is engaged and in a directly connected state, and the main transmission unit 21
When the 0/D direct clutch C0 is in the 1st speed state with the forward clutch C engaged (see Fig. 6), the hydraulic pressure to the 0/D direct clutch C0 is mutually switched (the port of the check valve 81).
G, through the second accumulator con! - Jjtb chamber G+ of roll valve 70: Supplied. Therefore, in this state, the second valve 70 is in the state shown in the left half diagram, and the line pressure of the line pressure port l is not reduced through the port u, and the first accumulator control valve 57
is supplied to port u2 of. And the first valve 57
At this time, the hydraulic pressure appropriately adjusted based on the throttle pressure in the oil chamber r is supplied to the back pressure chambers 59, 60, 61 of each of the accumulators BQA, C2A, and B2A.

When the entire transmission shifts from 1st speed to 2nd speed, the main transmission unit 21 maintains the 1st speed state with only the forward clutch C1 engaged, and the auxiliary transmission unit 21 maintains the 1st speed state with only the forward clutch C1 engaged.
-16 is brake B. is engaged, and the O/D direct clutch C8 is released to upshift from direct coupling to O/D (Fig. 7). Then, the hydraulic pressure from the clutch C0 that was being supplied to the upper oil chamber G is released, and the second accumulator control valve 70 is placed in the right-hand position in FIG.

In this state, port 1. Line pressure from and port u3
The feedback pressure from the line pressure boat e2 is reduced by a predetermined amount and is derived from the pressure regulating outboard u, and the reduced hydraulic pressure is supplied to the inboard u2 of the first accumulator control valve 57. Ru. Therefore, in this state, accumulator B. The hydraulic pressure supplied to the back pressure chamber 59 of A is reduced by a predetermined 1, and the pressure of B is reduced by a predetermined amount. Accumulator B. The torque appearance of A is reduced in accordance with the transmitted I·lux.

Furthermore, when the entire transmission shifts from 2nd speed to 3rd speed, the main transmission unit 21 engages the brake B2 outside the forward clutch C1 and enters the 2nd speed state, and the auxiliary transmission unit 1
6 is brake B. is released and clutch C0 is engaged to downshift from O/D to direct connection (see Figure 8).
. At this time, oil pressure is supplied to the upper oil chamber G3 along with the oil pressure being supplied to the 0/D direct clutch C8 and the brake B2, and at the same time, the first lift valve 51 is switched to the left half position, thereby causing the ports 1-a, . The line pressure from R1G is directly supplied to the upper oil chamber J2 via the oil passage j1, but switching of the third shift valve 53 by turning off the solenoid valve S3 is at the same time as the end of the shift of the main transmission unit 21, and the line pressure from the oil R1G is
Since hydraulic pressure is supplied to clutch C0 and brake B through orifice 36. The supply to the lower oil chamber J2, which is directly supplied via the oil passage J1, is faster than the supply to the stage room G3 based on the hydraulic pressure supplied to L).

As a result, the second accumulator control valve 7
Based on the hydraulic pressure supplied to the lower oil chamber 2, the biasing force of the subli knob 90 is increased, the spool 86 moves further upwards, and the hydraulic pressure is further reduced by a predetermined amount from the line pressure port 12 to the pressure regulating outboard u. , is derived. Therefore, in this state, a further reduced pressure is supplied to the back pressure chamber 61 of the B2 accumulator B2A, and the capacity of the accumulator BA is reduced in accordance with the transmission 1-lux of the brake B2. When the brake B2 is smoothly engaged by the hydraulic pressure supplied through the orifice 36, the hydraulic pressure to the brake B2 (port G of the mutual switching check valve 81) is applied to the brake B2.
The second valve 70 is switched to the left half position, and the line pressure of the port 12 is directly supplied to the inboard u2 of the first valve 57 via the port υ.

Furthermore, when the entire transmission 1 shifts to 3rd, 4th, 5th, and 6th speeds (see Figures 8 to 11), the second accumulator control valve 70 is in the left half position, and line pressure is supplied to the inboard u2 of the second valve 57 as in the first speed.

(f) Example Embodiments of the present invention will be described below along with the drawings.

The multi-stage automatic transmission 1, as shown in FIG.
Transmission case 7, extension housing 9, valve body 10 and oil pallet 11
It is stored in. ) - The Lucon Park 2 is equipped with a lock-up clutch 12, and the rotation of the input member 13 is directly transmitted to the input shaft 15 of the transmission gear mechanism 3 via the oil flow of the torque converter 2 or by the lock-amp clutch 12. The transmission gear mechanism 3 consists of an auxiliary transmission unit 16 consisting of an overdrive (0/DJ planetary gear unit 17), and a main transmission unit 21 consisting of a front planetary gear unit 19 and a rear planetary gear unit 20.The 0/D planetary gear unit 17 is an input shaft. 1
5, a sun gear 23 fitted on the input shaft 15, and a ring gear 25 connected to the input shaft 26 of the main transmission unit 210. D direct clutch C0 and one-way clutch F. is interposed between the sun gear 23 and the case 7.
D brake B. is installed. Further, the front brake gear and gear gear unit 19 are connected to a planetary gear 29 that is directly connected to the output shaft 27, a sun gear 30a1 that is fitted onto the output shaft 27 and is integrally formed with the sun gear 30b of the cable gear gear unit 20, and the input shaft 26. It consists of a ring gear 33 connected via a forward clutch C1, and a direct clutch C2 is interposed between the input shaft 26 and the sun gear 30.
A coast brake B1 is interposed between the sun gear 30 and the case 7, and a one-way clutch F and a brake B2 for locking the outer race of the clutch F1 are disposed between the sun gear 30 and the case 7. The rear planetary gear unit 20 also includes a planetary gear 31, a sun gear 30b, and a ring gear 3 that is directly connected to the output shaft 27.
Furthermore, between the planetary gear 31 and the case 7, a brake B3 and a one-way clutch F2 are arranged in parallel. In addition, 35 in FIG. 2 is an oil pump.

A rotation sensor A1 consisting of a photoelectric sensor or an electromagnetic sensor is installed in the case 7 of the O/D planetary gear unit 1-17, or at equal intervals on the flange piece 23a connected to the sun gear 23. A notch or hole is formed. Therefore, the rotation sensor A1 detects the rotation speed of the sun gear 23, that is, the shift operation state of the sub-transmission unit 16. A rotation sensor A2 is also installed in the case 7 of the front planetary gear unit 19, and notches or holes are formed in the clutch connecting piece 30a extending from the sun gear 30 at equal intervals.

Therefore, the rotation sensor A detects the rotation speed of the sun gear 30,
That is, the shift operation state of the main transmission unit 21 is detected.

On the other hand, the hydraulic speed change control 8N structure 51, as shown in FIG.
It consists of a strainer 1, a strainer 37, etc., and each valve will be described in detail above. The manual valve 40 is set to P by the shift lever.
, (2) Length A is switched to N, D, S, and L, and C is switched to each oil passage a, b, c, d, and e, respectively, as shown in FIG. Note that line pressure is supplied to the oil passage e. Throttle valve 41 is Darashif 1-plug 42
The cam rotates according to the depression of the accelerator pedal, and the thrower corresponding to the engine output
Get pressure. The cutback valve 43 generates a cutback pressure, and applies this force, l·varik pressure, to the throttle valve 41 at the second or higher speeds of the entire transmission 1.

The goraima regulator valve 45 is regulated by the throttle pressure and generates line pressure corresponding to the load.In other words, when the load is high, the line pressure is increased to ensure the working pressure of the clutch C and brake B. Also, when the load is light: Adjust the line pressure to a lower level. Second leg leg 2 leak valve 4
6 is regulated by the hydraulic pressure from the primary regulator valve 45, and controls the converter hydraulic pressure and lubricating hydraulic pressure supplied to the comparator 2 and each lubricating section 47. Rock Anobli 1
．． - Valve 49 and lock up controller J/Roll bar? L
Pro 9 is controlled by solenoid valve SL to switch the oil flow to lock-up clutch 12 and oil cooler 50. That is, by turning on the solenoid valve S, line pressure is applied to the upper end oil chamber e', thereby locking the convergence hydraulic oil passage f whose pressure is regulated by the secondary leg 4 and the rake valve 46 IC.
From there, cut the off oil path to the off oil path and lead the off oil path g to the drain circuit. Second, the foot valve 51 is used for the 1st and 2nd speeds of the main transmission unit 21 (1st and 3rd speeds for the entire transmission 1).
The first filter is activated by solenoid valve S1.

That is, the solenoid valve s1 is turned off to apply line pressure to the oil chamber 1, and the line pressure oil #! is applied in the D, J, S, and L ranges of the manual valve 40. ! A is closed, and the solenoid valve S1 is turned on so that the oil passage a is connected to the oil passage "1".
The line pressure is communicated to brake B.

and B2 accumulator B2A. The second shift valve 52 switches between 2nd speed and 3rd speed (3rd speed and 5th speed for the entire transmission) of the main transmission unit 21, and is operated by a solenoid valve S2.

That is, when solenoid valve S2 is turned off, line pressure is applied to oil chamber k, line pressure oil passage I is communicated with oil passage m to supply line pressure to direct clutch C2 and C2 accumulator C2A, and solenoid valve S2 is turned off. It is occluded by turning on. The third shift valve 53 switches the sub-transmission unit 16, and is operated by the solenoid valve S3. That is, by turning on the solenoid valve S3, line pressure is applied to the oil chamber n, and the line pressure oil passage 1 is communicated with the oil passage 0, and the line pressure is explained later in B. O/D brake B and B accumulator B via release control valve 65. A, and by turning off the solenoid valve S, the line pressure oil passage 1 is communicated with the oil passage q, and the line pressure is communicated with the O/D direct clutch C6 and the co accumulator C0A. The first coasting valve 55 is in the L range of the manual valve 40.
Second shift!・Adjust the line pressure of II supplied through the valve 52 to the coast mosh rake pressure, and further supply the course 1-moji, 7 rake pressure to the brake B: through the first shift 1-valve 51. . 2nd course) - The modulator valve 56 is a manual valve, and the first shift valve 51 and the second shift valve 52
The first accumulation control valve 57 regulates the line pressure of the oil passage e supplied through the coast modulator pressure to the coast modulator pressure, and further supplies the coast modulator pressure to the brake B1. By supplying it to chamber r, the hydraulic pressure supplied via a second accumulator control valve 70'e, which will be described later, is regulated to an accumulator control pressure, and the control pressure is accumulated. A, C2 accumulator C2A and B2
Aki.

It is supplied to each back pressure chamber 59, 60, 61 of mulrator B2A.

Furthermore, in addition to the above-mentioned hydraulic devices, the hydraulic transmission 'b control mechanism 5 includes a So module valve 65,B.

Release control valve 66, B sequence valve 67 and second accumulator control valve 70
is attached.

As shown in detail in FIG. 4, the Monyu lake valve 65 is supplied with line pressure from the line pressure boat L via the oil strainer 37, and is further supplied to the upper end oil chamber S via the oil passage S. , and the feedback pressure acting on the oil chamber S is balanced with the spring 71 to maintain a predetermined pressure (
For example, the pressure is regulated to 4 kg/ct), and the regulated solenoid module pressure is further supplied to the oil passage. Furthermore, the oil passage [ is connected to the solenoid valve S via the plug 72 and the oil passage t1.

It also communicates with the Bo series control valve 66, which is a solenoid valve S.

Control pressure by on/off control or duty control is supplied to the oil chamber t2, and the control valve 66 is controlled. In addition, solenoid valve S. Rotation sensor Al,
It is controlled by the signal from the control part E based on A2,
The valve S. In the case of on/off control, the throttle pressure is supplied to the oil 1sX5 to set the brake release pressure according to the load change. Further, the B release control valve 66 is connected to the 0/D brakes B0 and B via the oil passage y1.

Accumulator B. A, and also communicates with the lower end oil chamber y2 via the orifice 36 as feedback pressure. Further, the oil passage y communicates with the boat y3 of the sequence valve 67 via a bypass passage y5 at its tip end, and furthermore, the oil passage y4 at the lower end of the valve 67
is communicated with as feedback pressure. Note that the feed bank pressure in the core oil chamber y4 is balanced with the spring 80 at the upper end, but this spring 80 is
The piston initial operating pressure is set at which the brake plates of 0 start contacting each other, and therefore the sequence valve 67 is
The initial operating pressure is in the left half position and the boat Z2 and y
Hydraulic pressure is supplied to the 0/D brake B0 through 2, and when it exceeds the initial operating pressure, it is switched to the left half position and the boat Z
2 and y, l are occluded. Further, port z of the control valve 66 is connected to the oil path 2. B through the port 0 and the bypass path Z5. It communicates with ports 1-z2 of the sequence valve 67, and is also connected to the oil path y.
An oil passage y6 branched from , communicates with the oil passage z1 via a check valve 72. On the other hand, the third shift valve 53
The upper chamber n communicates with the solenoid valve S3,
In addition, bow 1-1 is connected to the line pressure, and
q communicates via oil passage q8 and orifice 36 to O/D direct clutch C0 and C0 accumulator CoA. Note that a check valve 75 is interposed in parallel with the orifice 36 of the oil passage q1 to allow discharge from the clutch C0. Further, d in the figure is a drain port 1-.

As shown in FIG. 1, the second accumulation rake control valve 70 communicates with spools 85 and 86, which are biased upward by springs 89 and 90, respectively, and a line pressure oil passage. line pressure) 1. ．．
62, has a pressure regulation out port u1 and a feedback port u3, and further has an upper oil chamber G at the upper end of the spool 85.
3 is formed, and a lower oil chamber J2 is formed at the lower end of the cup 87 in which the spring 90 is compressed. Further, the first accumulator control valve 57 has a spool 91 having a small hole 91a for pressure regulation, and further includes an import u2 communicating with the bows 1-u, , u through an oil path U, Each accumulator B via an oil path V. A
, C2A, B2A, and a lower oil chamber r to which throttle pressure is supplied from the throttle valve 41. Further, the stage chamber G3 of the second accumulator control valve 70 communicates via an oil passage G with a mutual switching check valve 81 that prevents hydraulic pressure from being discharged to either one, and the lower oil chamber "2" It communicates with port j of the first shift valve 51 via an oil passage 1. Note that the boat J of the first shift valve 51 is an oil passage 3 and an orifice 36.
The port a2, which is connected to the brake B2 and the accumulator B2A via the forward clutch C1 (with a check valve) and the port a2, which is switched to the communication or cutoff position with the boat J, is connected to the boat a of the manual valve 40 together with the forward clutch C1.
is connected to. In addition, mutual switching check valve 81
The port G1 communicates with the 0/D direct clutch C0 via the oil passage q3, and the port G2 communicates with the oil passage G5.
It communicates with brake B2 via.

Next, the operation of this embodiment will be explained.

Each solenoid valve S11s2 of this multi-stage automatic transmission 1
．． s3. sL, s. , each clutch C8, C,, C2, brake B. , B, , B9, and each one-way clutch F. p,, F2 are each position P, R, N, D.

The S and L gears are controlled as shown in the operation table shown in FIG. 5, respectively.

In other words, when in 1st gear in D or S range (6th gear)
As shown in the figure, 0/D direct clutch C0, one-way clutch F0. F2 and forward! Clutch C1 is engaged, and the others are in a released state.

Therefore, the sub-transmission unit 16 includes a clutch C0 and a one-way clutch F. Through planetary gear unit 1
7 are integrated into a directly connected state, and the rotation of the input shaft 15 is directly transmitted to the input shaft 26 of the main transmission unit 21. In addition, in main shift 2/2], the rotation of the input shaft 26 is transmitted to the ring gear 33 of the front planetary gear unit 19 via the clutch C, and further transmitted to the planetary gear 29 and the output shaft 27 integrated with the gear 29. At the same time, a leftward revolving force is applied to the planetary gear 31 of the rear planetary gear unit I. Power is transmitted to an integrated ring gear 32. That is, the main transmission unit 21 is
The transmission is in the first speed state, and together with the direct connection state of the sub-transmission unit 16, the entire transmission is in the first speed state. At this time, the main transmission unit 21 is branched into two systems, one from the front planetary gear unit 19 to the output shaft 27 via the rear planetary gear unit 20,
The load on the gears is distributed accordingly.

In the first speed state, the solenoid valve S is in the off state, the third lift valve 53 is in the left half position, and the line pressure of the line port l is applied to the O/D clutch C6 and C.

It is supplied to the accumulator C6A and also to the upper six second accumulator roll valves 70 via the oil passage q3 and the mutual switching check valve 81. On the other hand, the solenoid valve S is also in the off state, and the first shift valve 51 is in the left half position, and in the manual valve 4o, the line pressure supplied from the line boat e via the board a is supplied to the forward clutch C1. However, the port a2 in the first shift valve 51 is closed, and no hydraulic pressure acts on the brake B2 and the lower reservoir chamber J2 of the second accumulator control valve 70.

Therefore, the control valve 7o is located at the left half position in FIG.
, and further introduced into the import U2 of the first accumulator control valve 57 via the oil passage U.

The first valve 57 adjusts the hydraulic pressure from port U2 as appropriate based on the throttle pressure acting on the oil chamber r and guides it to Arara1 and port Y, so that the hydraulic pressure decreases near the low opening of the throttle. The pressure is regulated to 1, and the hydraulic pressure is sent to each accumulator B via an oil path V. It is supplied to the back pressure chambers 59, 60, 61 of A, C2A, and B2A. Therefore, in the first speed state, each accumulator has a large I/Lux capacity corresponding to the transmitted torque due to the direct connection of the sub-transmission unit 16.

Also, when in 2nd gear in D range or S range, the 7th
As shown in the figure, O/D brake B. , one-way clutch F2 and forward clutch C1 are engaged, and the others are in a released state. Therefore, in the sub-transmission unit 1-16, the sun gear 23 is locked by the brake B, the planetary gear 22 rotates and transmits power to the ring gear 25, and the input shaft 26 of the main transmission unit 21 is rotated at increased speed ( 0/D). In addition, the main transmission unit)・21
This is the same as the first speed state, and therefore, the first speed of the main transmission unit 21 and the speed increase of the auxiliary transmission unit 16 combine to bring the entire transmission into the second speed state.

At this time, as shown in FIG. 4, the solenoid valve S is turned on, line pressure is supplied to the upper oil chamber n of the third shift valve 53, and the third shift valve 53 is switched to the state shown in the left half diagram. Then, the pressure oil in clutch C8 and C0 storage tank C6A is discharged from port q to drain port 1-d,
As clutch C0 is released, line pressure bow 1-1
is connected to port 0.

Then, the line pressure from port 1-0 is applied to port Z2 r of sequence valve 67 until the Bo piston initial operating pressure.
0/D brake B0 directly via Y3 and oil path y5
When the initial operating pressure of the B0 piston is exceeded, the valve 67 is switched to the left half position based on the feedback pressure of the oil chamber y4, and then the line pressure from the boat 0 is passed through the orifice 36 and the oil path Z. B Supplied to port Z of the release control valve 66. Furthermore, in this state, the control valve 66 is in the left half position, port 2 and y are in communication, and line pressure is applied to brake B via oil path yl.

and B. Accumulator B. A is supplied to brake B. engage.

During the 1-2 gear shift, based on the drain of the 0/D clutch CO, the oil pressure in the oil chamber G of the second accumulator control valve 70 is drained via the port G of the mutual switching check valve 81, (con)
- The roll valve 70 returns the spools 85, 86 upwards based on the springs 89 and 90 to the left half position in FIG. In this state, the hydraulic pressure from the line pressure boat 11 acting on the upper end of the spool 86 is balanced with the feedback pressure from ports 1-u3 and the biasing force of the spring 90 acting on the lower end of the spool 86, so that the pressure at the port is balanced.
The pressure is reduced to about 80% of the line pressure and the pressure is adjusted to the out port u.
It leads to 0. Further, the reduced hydraulic pressure is supplied to the import V of the first accumulator control valve 57, and is appropriately regulated by the valve 57, so that the pressure is approximately 80% lower than when shifting from 5th to 6th speed, which will be described later. Each accumulator B at % oil pressure. Back pressure chamber 5 of A, C2A, B2A
9,60.61. Therefore, each accumulator B0 in each accumulator B. The torque capacity of A is reduced by 1 to correspond to the load torque.

In addition, at the third speed in the D range, as shown in FIG. 8, the 0/D clutch C0 and the one-way clutch F. , forward clutch C11, one-way clutch F1, and brake B2 are engaged, and the others are in a released state. Therefore, the auxiliary transmission unit 16 is in the above-mentioned directly connected state, and the rotation of the input shaft 15 is directly transmitted to the input shaft 26 of the main transmission unit 21.
transmitted to.

Further, in the main transmission unit 21, the rotation of the input shaft 26 is transmitted to the ring gear 31 of the front gear unit 31 via the clutch C, and the rotation of the input shaft 26 is transmitted to the ring gear 31 of the front gear unit 31 via the planetary gear 29.
However, when the sun gear 30 and the brake B2 are engaged, the one-way clutch F prevents the rotation in this direction. Therefore, the planetary gear 29 revolves while rotating, and the front gear unit 29 The second speed rotation is transmitted to the output shaft 27 via only the second speed rotation. As a result, the direct connection state of the sub-transmission unit 16 and the main transmission unit 21
Together with the second speed state, the transmission 1 as a whole can obtain the third speed.

At this time, the solenoid valve S1 is turned on and the first shift valve 51 is switched to the left half position in FIG. Line pressure is supplied to brake B2 and accumulator B2A. Main transmission unit 21 due to this
The speed change state, that is, the rotation change of the sun gear 30 is detected by the rotation sensor
2, the solenoid valve So is duty-controlled or on-controlled by an electric signal from the control section E, and the modulator pressure in the oil passage is reduced. That is, SL, the modulator valve 65 regulates the line pressure of the line port 1 with the feedback pressure of the spring 71 and the upper oil chamber S, and supplies it to the oil passage t. The pressure is reduced by the control of B, which communicates with the oil passage t. The pressure in the upper oil chamber t2 of the release control valve 66 is also reduced.

Therefore, the control valve 66 also has an oil chamber y2.
While receiving feedback pressure from brake B0, the brake B0 and accumulator B move to the left half position in FIG. Hydraulic pressure from A is discharged to drain port 1-d via oil path y1 and port 1-Y.

At this time, the rotation sensor A2 detects the completion of the shift of the main transmission unit 21, that is, the rotation stop of the sun gear 30, and the solenoid valve S is turned off by an electric signal from the control section E, and the third shift valve 53 is activated as shown in FIG. Switch to left half position. Then, line pressure boat l communicates with port q, and clutches co and C are connected via oil passage ql. Accumulator C0
Line pressure is sent to A, the clutch C8 is engaged, and port 0 is communicated with the drain boat d, and the oil pressure of the 0/D brake B0 is transferred to the oil path Y 6 + check valve 72.
The oil is immediately completely drained from the drain port d via the oil passage Z and port 0, and the shifting of the sub-transmission unit 16 is completed. As a result, the releasing operation of the O/D brake B0 coincides with the engaging operation of the brake B2.

In the process of shifting to the third speed, the first shift valve 5
1 to the left half position, the line pressure from port a2 is supplied to the stage chamber J2 of the M connection IX2 accumulator control valve 70 via port j and oil passage J2, and the hydraulic pressure to the stage chamber J2 is The supply is faster than the supply to the stage room G based on the hydraulic pressure supply to the brake B2 via the orifice 36 and the hydraulic pressure supply to the clutch C8 by turning off the solenoid valve S. Therefore,
In the second valve 70, the cup 87 is lifted by the hydraulic pressure acting on the stage room J2, and the spring 90 is compressed to increase the upward biasing force of the spool 86. As a result, the amount of pressure reduction when leading from the line pressure port 12 to the pressure regulation out port U is further increased, and the hydraulic pressure, which is further reduced by about 70% with respect to the line pressure, is passed through the oil path U to the first valve 5.
7's import u2. Then, as described above, the hydraulic pressure appropriately regulated by the first valve 57 is applied to each accumulator B. A.

It is supplied to the back pressure chambers 59, 60, 61 of C2A, B2A to reduce the torque capacity of the B2 accumulator B2A corresponding to the load 1-lux of the brake B2. Then, when brake B2 (and clutch C0) is smoothly engaged,
The hydraulic pressure supplied to the brake B2 (and clutch C0) is supplied to the oil passage G5 (and q) and the mutual switching check valve 81.
is supplied to the performance room G3 of the second valve 70 via. Then, as in the first gear, the second valve 70 is held in the left half position, and the port I! 2 is supplied to the inboard u2 of the first valve 57 via the port u1 and the oil path U.

Further, at the fourth speed in the D range, as shown in FIG. 9, the 0/D brake B0, forward clutch C1, brake B2, and one-way clutch F are engaged, and the others are in a released state. Therefore, the sub-transmission unit 16 is in the speed increasing (0/D) state mentioned above, and the main transmission unit 21
is in the 2nd speed state, and thus the transmission 1 as a whole obtains 4th speed.

In the 4th speed state, the oil passage q3 of the second accumulation control valve 70 is drained as the O/D clutch C0 is released, but since the brake B is engaged, The line pressure continues to be supplied to the upper 1141 chamber G3 through the port G of the mutual switching check valve 81, so the spool 86 is held in the left half position and the line pressure is led out to the port U.

Further, at the fifth speed in the D range, as shown in FIG. 10, the O/D clutch C8, one-way clutch F0, forward clutch C1, direct clutch C2, and brake B2 are engaged, and the others are in a released state. Therefore, the sub-transmission unit 16 is in the above-mentioned direct connection state, and the main transmission unit 21 is integrated with the front planetary gear unit 19 by engagement of the clutches C and C, so that the rotation of the input shaft 26 is directly connected to the output shaft. 27. As a result, the direct connection of the sub-transmission unit 16 and the third speed of the main transmission unit 21 are combined, and the input shaft 15 of the transmission 1 as a whole is
A fifth speed is obtained in which the output shaft 27 and the output shaft 27 rotate together.

Further, at the 6th speed in the D range, as shown in FIG. 11, the 0/D brake B0, forward clutch C11, direct clutch C2, and brake B2 are engaged, and the others are in a released state. Therefore, the sub-transmission unit 16 is in the above-mentioned direct connection state, and the main transmission unit 21 is also in the above-mentioned 3rd speed state, and both of these transmission units l-16, 2
1 together, the transmission 1 as a whole obtains 6 speeds.

In the 5th and 6th speeds, the hydraulic pressure supplied to the brake B2 continues to act on the Tsuchiura chamber G3, and the second valve 70 is locked in the left half position, as in the 3rd speed. Line pressure is supplied to path U.

Also, at R129, as shown in Fig. 12, the 0/D clutch C0 and the one-way clutch F. , direct clutch C2 and brake B3 are engaged, and the others are in a released state. Therefore, the auxiliary transmission unit 16 is in a directly coupled state, and the main transmission unit 21 has the rotation of the input shaft 26 directly transmitted to the sun gear 30 by the clutch C2, and the revolution of the rear planetary gear 31 is locked by the brake B3. , the rotation of the sun gear 30 is caused by the planetary gear 31.
The reverse rotation is transmitted to the link gear 32 through the rotation of the rotation axis, and the output shaft 27 is rotated in the reverse direction.

In the reverse state, by switching the manual valve 40 to the R range, line pressure is no longer supplied to the boat a and the hydraulic pressure of the brake B2 is drained, but the third shift valve 53 is in the left half position. Hydraulic pressure at line pressure port I is supplied to O/D clutch C0 via boat q.

Therefore, in this state, the second storage leak control valve 70 is held in the left half position based on the fact that the oil pressure supplied to the 0/D clutch C8 is supplied to the Tsuchiura chamber G3, as in the first gear. , line pressure is supplied to oil path U.

In addition, in the P range and the N range, the circuit to brake B is in the drain state, but the third solenoid S3 is in the off state, so the second accumulator control valve 70 is in the line pressure supply position as in the R range. is maintained.

In addition, during the 3rd and 4th speeds in the S range or L range, the coast brake B1 is engaged in the 3rd and 4th speeds of the D range mentioned above (see Figures 8 and 9). Therefore, rotation of the sun gear 30 is prevented in both directions.
Engine braking is possible. At this time, when shifting from 2nd speed to 3rd speed, solenoid valve S is activated as in the D range. is controlled, and the sub-transmission unit 16 and the main transmission unit 21 are simultaneously shifted.

Also, when in 1st and 2nd speeds in L range, in 1st and 2nd speeds in D range (see Figures 6 and 7).
, brake B3 is engaged, and therefore the revolution of the rear planetary gear 31 is prevented in both directions, making engine braking possible.

The second accumulator control valve 70 in the third, fourth, first and second speeds in the S range and L range is the same as in each shift in the D range.

Further, in the above embodiment, the auxiliary transmission unit 16 is located at the front stage, and the main transmission unit 21 is located at the rear stage.
Although the M-type automatic transmission has been described, it goes without saying that the present invention can also be applied to a horizontally mounted front-wheel-drive automatic transmission in which the main transmission unit is located in the front stage and the auxiliary transmission unit is located in the rear stage.

(G) As described in detail, according to the present invention, the sub-transmission unit 1
6 and the main transmission unit 21 to perform multi-stage shifting, the sub-transmission unit 16 is in a high gear (0/D) and the main transmission unit 21 is upshifted to a predetermined gear. (1st gear → 2nd gear) or when the main transmission unit 21 is in a low gear (1st gear) and the auxiliary transmission unit 16 upshifts (directly connected → 0/D), the accumulator B. Back pressure chamber 5 of A, C2A, B2A
9.60.61 is configured to reduce the hydraulic pressure by a predetermined amount, so the frictional engagement element B. It is possible to obtain an appropriate accumulator capacity corresponding to the load torque acting on B2, reduce gear shift shock, and improve shift feeling. Furthermore, in addition to the conventional first accumulator control valve 57, a second accumulator control valve 70 may be added to the same accumulator B. A, C2A, and B2A can be used to ensure an appropriate accumulator capacity in the multi-stage transmission 811.

Furthermore, the second accumulator valve 70 is connected to the spool 86.
The supply oil path j of the frictional engagement element B2 that the main transmission unit 21 engages with the oil chamber on the opposite side to the biasing direction of the
3, and the oil chamber G3 on the spool biasing direction side is communicated with the frictional engagement element B2 and the frictional engagement element C0 that engages in the low gear of the sub-transmission unit 16. It is possible to set the amount of pressure reduction of the accumulation rake back pressure when upshifting the main transmission unit 21 to be larger than the amount of pressure reduction when upshifting the auxiliary transmission unit 16. Frictional engagement element B
. , the load of B2) and the appropriate accumulator capacity at all times.

In addition, an overdrive planetary gear unit 17 is used as the sub-transmission unit 1-16, and a front planetary gear unit 19 and a rear planetary gear unit 20 are used as the main transmission unit 21), and a conventional automatic transmission gear mechanism with an overdrive is used. The multi-stage automatic transmission 1 can be used almost as is, and the multi-stage automatic transmission 1 can be provided at low cost without significantly changing the manufacturing equipment.

[Brief explanation of the drawing]

FIG. 1 is a diagram showing an accumulator backpressure control device according to the present invention, FIG. 2 is an overall sectional view showing an automatic transmission to which the invention can be applied, and FIG. 3 is an overall diagram showing its hydraulic control mechanism.
FIG. 4 is a diagram showing the main parts of the hydraulic control mechanism, and FIG. 5 is a diagram showing the operating state of each device at each position. FIGS. 6 to 12 are diagrams showing the operation of the automatic transmission in different states. 1. Multi-stage automatic transmission, 2. Torque converter,
3. (Planetary) speed change gear mechanism, 5. Hydraulic control mechanism, 16... Sub-transmission unit 117 overdrive planetary gear unit, Yu9 ・Freon)・
Planetary gear unit, 20... Rear planetary gear unit, 21' Main gear shift unisol l-, 41-S quadruple valve, 51, 52.53... Shift valve, 57... First accumulator control valve, 70... Second accumulator control valve, 8
1. Mutual switching check valve, 86.. Spool, 90.. Spring, Bo, B2, B3.
-Frictional engagement element (brake), B...Predetermined frictional engagement element (brake), C02CI. C-*frictional engagement element (clutch), C0...predetermined frictional engagement element (0/D direct clutch), s,, B2
．． B3. sL, so-solenoid valve, S
・Solenoid valve, 1. , C2...Line pressure port, G,...(upper) oil chamber, j2...(lower)
Oil chamber, JIF ] 3... Supply oil path, u1
Pressure regulation outboard, U...feedback pressure port, u2...import, V,...outport, r...oil chamber. Applicant: Aisin Warner Co., Ltd. Toyota Motor Corporation

Claims (3)

[Claims] (1) A transmission gear mechanism that has a sub-transmission unit and a main transmission unit, and obtains multi-stage transmission by a combination of these transmission units based on controlling a frictional engagement element that switches the transmission line of each of these transmission units. , a shift valve and a solenoid valve that control each frictional engagement element of the transmission gear mechanism, each accumulator that communicates with the frictional engagement element and absorbs shock during gear shifting, and back pressure of the accumulator based on throttle pressure. a hydraulic control mechanism having a first accumulator control valve to control;
A multi-stage automatic transmission comprising: a second accumulator control valve having a pressure regulation out port communicating with an inlet of the first accumulator control valve; and the second accumulator control valve is connected to the main transmission unit and the second accumulator control valve. When the sub-transmission unit is in a high gear and the main transmission unit upshifts to a predetermined gear by controlling the hydraulic pressure to a predetermined frictional engagement element of the auxiliary transmission unit, and when the main transmission unit is in a low gear and the sub-transmission unit upshifts. In this case, an accumulator backpressure control device in a multi-stage automatic transmission configured to reduce the hydraulic pressure derived from the pressure regulating outport by a predetermined amount. (2) The second accumulator control valve has a spool that is biased in one direction and oil chambers above and below the spool, and the main transmission unit controls the oil chamber on the opposite side of the spool in a predetermined direction. A friction element that directly communicates with the supply oil passage of the friction engagement element that engages at a stage or higher, and that engages the oil chamber on the spool biasing direction side at a low gear stage of the friction engagement element and the sub-transmission unit. An accumulator backpressure control device in a multi-stage automatic transmission according to claim 1, which communicates with the accumulator backpressure control device. (3) The auxiliary transmission unit is an overdrive planetary gear unit, the main transmission unit includes a front planetary gear unit and a rear planetary gear unit, and the predetermined frictional engagement element of the auxiliary transmission unit is a direct transmission element of the overdrive planetary gear unit. 2. The multi-stage transmission according to claim 1, wherein the multi-stage transmission is a clutch, and the predetermined frictional engagement element of the main transmission unit is a brake that locks an outer race of a one-way clutch that prevents unidirectional rotation of sun gears in front and rear planetary gear units. Accumulator back pressure control device in automatic transmission.