JPS5920900B2 - Hydraulic pressure control device for automatic transmission for automobiles - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention provides an overdrive (hereinafter simply referred to as OD) gear in which the reduction ratio of a low-speed gear is 1 or less, which is required to reduce engine fuel consumption during high-speed driving, compared to the conventional one. For normal forward movement with a reduction ratio of up to 1, the 4-speed automatic transmission is used without any changes, and when an OP gear is required, the friction engagement device that completes the OD gear is activated. O
By simply adding an L-H change valve that allows the D shift valve and its OD shift pulp to operate and switches to the H side when driving at high speeds, the normal reduction ratio of the manual pulp that selects the shift position is 1.4 D to automatically shift up to speed
This is an automatic vehicle for automobiles that can automatically shift to the OD gear during normal driving without having to shift up to the OD gear during normal driving, and can automatically shift to the OD gear during high-speed driving. The purpose is to provide a hydraulic pressure control device for a transmission.

The present invention provides a plurality of frictional engagement devices for completing at least three different reduction ratios in a transmission, a hydraulic pressure source, and a supply of hydraulic pressure from the hydraulic pressure source to the plurality of frictional engagement devices by appropriately switching. A switching valve that outputs a throttle pressure corresponding to the output of the engine, a governor valve device that outputs a governor pressure that corresponds to the vehicle speed, and a governor pressure from the governor valve device and a throttle pressure from the throttle valve device. a shift valve device that automatically switches the plurality of frictional engagement devices in response to the transmission to selectively select a high-speed reduction ratio or a low-speed reduction ratio in the transmission; and a governor pressure from the governor valve device; When the one shift valve device is at a position Q where the high speed reduction ratio is completed, the plurality of frictional engagement devices are automatically switched to further complete the high speed reduction ratio in the transmission. The shift valve device has a selection valve device that outputs a signal pressure to selectively restrict the operation of the other shift valve device, and the switching valve is used to selectively selectively operate the one shift valve device as appropriate. This is a hydraulic pressure control device for an automatic transmission for an automobile, which is capable of maintaining the low speed reduction ratio at a position where the low speed reduction ratio is completed.

Hereinafter, one embodiment of the present invention will be described based on the accompanying drawings.

First, an example of a transmission used in the present invention will be explained with reference to FIG.

Reference numeral 10 denotes a generally well-known three-element, one-stage, two-phase torque converter, and a pump impeller 1 connected to an engine output shaft 11.
2 and a one-way brake 1 on a turbine runner 14 and a case 15 connected to an input shaft 13 of a transmission 20, which will be described later.
The stator wheel 1T is supported via a stator wheel 6.

A lock-up clutch 18 is provided within the torque converter 10 to directly connect the pump impeller 12 and the turbine runner 14, that is, the engine output shaft 11 and the input shaft 13 of the transmission 20.

An output shaft 19 of a transmission 20 is provided concentrically behind the input shaft 13.

Between the input shaft 13 and the output shaft 19, a single pinion type first planetary gear set 21, second planetary gear set 22, third planetary gear set 23, and fourth planetary gear set 24 are arranged in sequence.

The first planetary gear set 21 includes a first sun gear 25, a first planetary gear 26 that meshes with the first sun gear, and a first planetary gear 26 that meshes with the first sun gear.
It includes a first ring gear 27 that meshes with the planetary gear and a first carrier 28 that pivotally supports the first planetary gear 26.

The second planetary gear set 22 of the ship also includes a second sun gear 29, a second planetary gear 30, a second ring gear 31, and a second carrier 32, and the third planetary gear set 23 also includes a third sun gear 33, a third planetary gear 34, and a third planetary gear 34. The fourth planetary gear set 24 includes a fourth sun gear 37, a fourth planetary gear 38, a fourth ring gear 39, and a fourth carrier 4.
Contains 0.

The first ring gear 27, the second carrier 32, and the third ring gear 35 are connected so as to rotate as one body, and are driven with the input shaft 13 via the first clutch 41.

The first carrier 28 and the second ring gear 31 are connected so that they can rotate together, and the counter input shaft 13 is connected to the second ring gear 31 so that they can rotate together.
It is driven via clutch 42.

The first sun gear 21 is connected to the input shaft 13 through a third clutch 43 and is driven by a first brake 4 to the case 15.
It can be fixed at 4.

The first ring gear 27, the second carrier 32, and the third ring gear 35 can be fixed to the case 15 by a second brake 45.

The second sun gear 22, the third sun gear 33, and the fourth ring gear 39 are connected so that they can rotate as one unit, and
It can be fixed to the case 15 with a third brake 46.

The fourth carrier 40 can be fixed to the case 15 with a fourth brake 47.

The third carrier 36, fourth sun gear 37, and output shaft 19 can be rotated integrally.

In this cattrain, when the third clutch 43 and the fourth brake 47 are engaged, the LOW range, which is the lowest forward speed, is obtained.

When the third clutch 43 and the third brake 46 are engaged, the first forward speed is completed, and the second clutch 42 and the third brake 46 are engaged.
6 is engaged, the second forward speed is reached, and the first clutch 41 and the third clutch 41 are engaged.
If the brake 46 is engaged, the gear is in the third forward gear; if the first clutch 41 and the second clutch 42 are engaged, the gear is in the directly coupled fourth gear; and if the first clutch 41 and the first brake 44 are engaged, the gear is in the fourth forward gear. The highest speed overdrive range is completed.

When the third clutch 43 and the second brake 45 are engaged, reverse drive is completed.

If we summarize the engagement states of the above-mentioned gears and each frictional engagement device, as shown in FIG. 2, the frictional engagement device marked with a circle in the figure is engaged.

The fluid regulating means of the present invention that should be used for the above transmission is the pump 50, the regulation valve 100, the manual pulp 150, and the downshift control pulp 200.
, throttle valve 250. kicktown control valve 300. LOW-High change pulp (hereinafter simply referred to as L-H change valve) 350, governor pulp 400, governor modulator pal 7" 450, change valve 500, throttle modulator valve 550
, torque converter pressure control pulp 60
0, L-1 shift valve 650.1-2 shift valve 7
00.2-3 shift pulp 750.3-4 shift pulp 800. OD shift valve 850, reverse inhibitor valve 900. 4th brake trimmer pulp 950,
Third brake trimmer valve 1000, second brake trimmer valve 1050, first brake trimmer valve 1
100, third clutch trimmer pulp 1150. It consists of a second clutch trimmer pulp 1200 and a first clutch trimmer pulp 1250.

A pump 50 shown in FIG. 3G sucks fluid from an oil tank 51 through a filter 52 and a suction liquid path 53, and a discharge liquid path 53.
Discharge to 4.

The pump 50 is directly driven from the output shaft 11 of the engine (the path shown) via the pump impeller 12.

The liquid path 55 communicates with the regulator valve 100,
It is a line pressure fluid path that engages friction engagement devices such as a plurality of friction clutches 41, 42, 43, friction brakes 44, 45, 46, 47, etc. to ensure a power train to the transmission 20.

The regulator valve 100 shown in FIG. 3E regulates the pressure inside the line pressure fluid path 55.
has a land 102a of the same diameter that fits into a bore in the valve body 101;

Valve 102 and Valve 1 with 102b, 1'02c
A spring 103 that presses the valve 02 downward in the drawing, a spring receiver 104 that is engaged with the valve 102 to transmit the tension of the spring to the valve 102, and the valve body 1.
The inside of the valve bore of No. 01 includes a valve sleeve 105 that is fitted and fixed therein, and a plug 106 that is hermetically and slidably fitted into the inner diameter portion of the sleeve.

The valve body 101 has ports 101a*10l
b, 101c told, 101e, 101f
and chamber 101g.

101h, 101it101jt101kt1011.

Port 101a serves to introduce line pressure so that the line pressure acts on valve brand 102a, and port 101b is an exhaust port that communicates with suction passage 53 through passage 56.

Port 101e is a discharge port that communicates with oil tank 51.

A discharge liquid path 54 and a line pressure liquid path 55 are communicated with the port 101c.

The port 101d supplies circulating oil to the torque converter 10 through a liquid path 57 having an orifice 108 in the middle thereof.

The port 101f is a port that communicates with the inside of the chamber 1011 between the plug 106 and the sleeve 105.

The line liquid path 55 branches into a liquid path 55a on the way, and the branched liquid path 55a connects to the input port 40 of the governor valve 400.
It communicates with 1a.

The governor pulp 400 shown in FIG. 3E has a port 401a.

A valve 40 having a valve body 401 having 401b and 401c, and a small-diameter land 402a and a large-diameter land 402b that fit sealingly and slidably into the valve body.
2.

401c is a discharge port that communicates with the oil tank 51ζ.

The valve body 401 is fixed on the output shaft 19 of the transmission 20 so as to rotate at the same time as the output shaft 19, and the valve 402 is arranged so that its small diameter land 402a is located on the radially outward side with respect to the output shaft 19. The inner number of the valve body 401 is inserted into the valve body 401.

Port 401b is connected to port 451a of governor module valve 450 and OD shift valve 850 via liquid path 59.
port 351a of 3-4 shift valve 800 and port 751 of 2-3 shift pulp 750
It communicates with a.

The governor module valve 450 shown in FIG. 3F has ports 451a, 451b, 451c, and 451d.

Inside the valve body 451 having 451e and 451f, there is a plug 452 with a large diameter on the right side of the figure, and lands 453a and 453 with the same diameter smaller than the plug 452 on the left side.
The valves 453 each having a diameter b are slidably fitted into each valve 453.

Port 451af is connected to port 4 by the aforementioned liquid path 59.
51b and 451c are discharge passages that communicate with the tank 51.

The port 451e is a liquid path 55 branched from the line liquid path 55.
b to supply line pressure.

Port 451d and port 451f communicate with each other, and port 451d communicates with port 901a of reverse inhibitor valve 900 and L-1 shift pulp 65 via liquid path 60.
0 port 651a and port 701a of the 1-2 shift valve 700.

The manual valve 150 shown in FIG. 3G has port 151.
a, 151b, 151c, 151d.

A valve body 151 having dimensions 151e, 151ft 151g, and 151ht 1511, and three lands 152a of the same diameter that are slidably fitted in the valve body in a sealed manner.
It includes a valve 152 having 152b and 152c.

The port 151a communicates with the line pressure fluid path 55 described above.

Port 151b is port 801f of the 3-4 shift valve
and the port 501a of the change valve 500 via a liquid path 61, and the port 251a of the throttle valve 250 and the L-H change valve 35 through a liquid path 62.
0 port 351a.

Port 151C is downshift control valve 20
0) 201a, 201b via a liquid path 63.

Port 151d is downshift control valve 20
It communicates with the port 201c of No. 0 via the liquid path 64.

The port H51e is connected to the 3-4 shift valve 8 through the liquid path 65.
00 port 801b and OD shift valve port 8
It communicates with 51g.

Port N51f is connected to the 2-3 shift valve 7 via the liquid path 65.
50 port) 751b.

Port 151g communicates with port 701b of 1-2 shift valve 700 via liquid path 67.

The port 151h communicates with the port 1'651b[: of the L-1 shift valve 650 via the passage 68.

The port 1511 is connected to the change valve 50 via the liquid path 69.
0 port 501c, port 7011 of 1-2 shift valve 700, and port 901b of reverse inhibitor valve 900.

Downshift control valve 200 shown in Figure 3G
is port 201 a y 201 bs 201 c2
01d and a land 202a of the same diameter that fits sealingly and slidably into the valve body.
, 202b, a spring 203 that presses the valve to the left in the figure, and a pin 204 that positions the spring in the valve body 201.

The port 201d is a discharge port communicating with the oil tank 51.

Manual valve 150 to ports 201a and 201b
Port 151C communicates with port 2 through liquid path 63.
The liquid pressure is guided from 01a to the chamber 201e, and the land 202
a becomes the pressure receiving surface and pushes the valve 202 to the right, which balances with the spring 203 and generates hydraulic pressure in the chamber 201f.
A predetermined constant pressure lower than the line pressure is supplied to the port N51d of the manual valve 150 through the liquid path 64.

The throttle valve 250 shown in FIG. 3G has a port 251.
a, 251b, 251c, 251d.

Valve body 2 with 251f, 251e, 251g
51, a small diameter land 252a which is hermetically and slidably fitted into the valve body, and a large diameter land 25 having the same diameter.
2b, 252c and the valve 252
A valve 253 having a land 253a having the same diameter as lands 252b and 252c, a first spring 254 stretched between both pulps 252 and 253, and a second spring 25 that presses the valve 252 to the side opposite to the first spring 254.
5.

Note that 256 is a pin implanted in the valve body 251 and acts as a stopper to stop the valve 253 from moving to the left (7JIII).

The valve 253 is connected to the accelerator pedal (as shown in the figure) of the vehicle by appropriate means, and is pushed to the right in the figure in response to the amount of depression of the accelerator pedal.

Ports 251d and 251f are discharge ports that communicate with the oil tank 5H.

Port 251a communicates with port 151b of manual valve 150 as described above, and ports 251b and 2510
and the port 701h of the 1-2 shift valve 700 and the port 701h of the 2-3 shift valve 750 communicate with each other through the liquid path 70.
and the port 8011 of the 3-4 shift valve 800, and also communicates with the port 551a of the throttle modulator valve 550 through a liquid path 70a branched from the liquid path 70.

The port B51e and the port 251g communicate with each other through a liquid path 71, and the port 251g communicates with the port 301d of the kickdown control valve 300 via a liquid path 77.

The throttle modulator valve 550 shown in FIG. 3H includes a valve body 551 having ports 551a, 551c, and 551dt551e, and two lands 552a of the same diameter that fit sealingly and slidably into the valve body.
It includes a valve 552 having a diameter 552b and a spring 553 that presses the valve 552 to the left in the figure.

A plug 554 is hermetically fitted into the right opening of the bore into which the valve 552 of the valve body 551 is fitted, and the pin 55
5 prevents it from pulling out to the right.

Port 1-551d is a discharge hole that communicates with the oil tank 51.

The port 551c and the port 551e communicate with each other through a liquid path 73.

Port 551a is connected to port 2 of throttle valve 250.
Throttle pressure is supplied to the chamber 551 in communication with the chamber 551b.
f, and press the valve 552 to the left in the figure.

Then, a pressure slightly higher than the throttle pressure proportional to the throttle pressure is applied to the chamber 551g formed between the land 552a and the land 552b, which is the sum of the throttle pressure, the pressure received by the land diameter 552a, and the pressure balanced with the tension of the spring 5-53. The pressure is transmitted from port 551c to port 951b of fourth brake trimmer valve 950, port 1001b of third brake trimmer valve 1000, port N051b of second brake trimmer valve 1050, port 1101b of first brake trimmer valve 1100, and 3 clutch trimmer pulp 1150 port 115'l
b. Port 12 of second clutch trimmer valve 1200
01b and a port 1251b of the first clutch trimmer pulp 1250 through liquid passages 74, respectively.

Kickdown control valve 300 shown in Figure 3G
is port 301a.

Valve body 30 with 301b, 301c301d
1, a valve 302 having a small diameter land 302a that fits into the valve body in a sealed and slidable manner, and the valve 3.
Valve 30 with land 303a slightly larger than 02
3 is inserted into the spring 304 and stretched between the two valves.
Consisted of.

The ports 301b and 301c are discharge ports communicating with the oil tank 51.

Port 301a communicates with port 351b of L-H change lever 350 via liquid path 76a, and port 301
d communicates with the port 251g of the throttle valve 250 described above via a liquid path 77.

The L-H change valve 350 shown in FIG. 3G is port 3.
51a.

two same-diameter lands 352A that fit sealingly and slidably within a valve body 351 having 351b and 351c;
Valve 352 with port 1-35
12 is the port 151b of the manual valve 150 mentioned above.
Line pressure is supplied through a liquid passage 62a branched from the liquid passage 62, and the port 351b communicates with the port 301a (!: liquid flame 76a) of the aforementioned kickdown control valve 300, and also communicates with the OD shift lever valve 85.
0 port 851h and a liquid path 76 branched from the liquid path 76a.
communicate via.

The reverse inhibitor valve 900 shown in FIG. 3D has port 901a.

901 b s 901 c, 901 d s 90
A valve body 901 having a diameter of 1 e and an equal land diameter 9 that fits sealingly and slidably into the valve body.
02a and 902b, and a spring 903 that urges the valve upward in the figure.The port 901a communicates with the port 451d of the governor modulator pulp 450 via the liquid path 60.
1b communicates with port 1511 of manual valve 150 via liquid path 69, and ports 901c and 901e communicate with each other via liquid path 80, and ports 1051a and 1051d of second brake trimmer pulp 1050.
.

1051e and further communicates with the servo chamber 4 of the second brake 45.
Connects to 5a.

Port 901d is a discharge port that communicates with oil tank 51.

The valve 902 is vertically displaced by the governor modulator pressure proportional to the governor pressure and the biasing force of the spring 903.

The L-1 shift valve 650 shown in FIG.
1a, 651b, 651ct651d.

651 e t 651 f t 651 g , 65
A valve body 651 having a diameter of 1 h, a large-diameter land 652a that fits sealingly and slidably into the valve body, and three lands 652b having a smaller diameter than the large-diameter land.

It includes a bill pro 52 having 652G and 652d and a spring 653 that presses the valve downward in the drawing.

Port 651a communicates with port 1-451d of governor modulator valve 450 via fluid path 60, and also communicates with port 1-451d of governor modulator valve 450.
51b communicates with port 151h of manual valve 150 via liquid path 68.

Port 651e and port 651f are oil tank 51
This is a discharge port that communicates with the

The port 651d is connected to the port 1001a of the third brake trimmer valve 1000 via the fluid path 90.

1001d and 1001e, and communicates with the servo chamber 46a of the third brake 46.

The port 651h communicates with the port 801g of the 3-4 shift pulp 800 via the liquid path 91.

Also port 651e. 651g communicate with each other via the liquid path 92, and also communicate with ports 951a, 951d, and 951e of the fourth brake trimmer pulp 950, and communicate with the servo chambers 47a & C of the fourth brake 47.

The 1-2 shift valve 700 shown in FIG.
1a, 701b, 701c, 701d.

701e, 701 ft701gt701h.

7011 and a large diameter land 702a that fits into the pulp body in a sealed and slidable manner.
and a medium-diameter land 702 that is slightly smaller than the large-diameter land.
b and two medium-diameter lands 702c smaller than the medium-diameter land.
, 702d, and a valve 702 having a small diameter land 702e smaller than the medium diameter land, and a valve 703 having a land smaller than the minimum land 702e of the valve.
and a spring 704 that urges the valve 702 upward in the drawing.
The valve 703 is inserted into the valve bore in a free state.

Ports 701c and 701g are oil tank 51
It is a discharge port communicating with the orifice 701j.

7t11k is installed.

The port 701a communicates with the governor modulator pressure fluid path 60 as described above, the port 701b communicates with the port 151g of the manual valve 150 through the fluid path 67 as described above, and the port 701d communicates with the second clutch via the fluid path 93. Port 1201a of trimmer pulp 1200.

1201d and 1201e, and communicates with the second Clatchino servo chamber 42a.

Port 701e is port 7 of 2-3 shift pulp 750
51f via a liquid path 94.

port 701f is connected to the port 1151a of the third clutch trimmer pulp 1150 via the liquid path 95.

1151d and 1151e, and also communicates with the servo chamber '43a of the third clutch, and further communicates with port N01f of the regulator valve 100 via a liquid passage 95a branched from the liquid passage 95.

Port 701h is the port 251b of the throttle valve 250 to which throttle pressure is supplied via the fluid path 70.
, 151c.

Port 7011 is connected to manual valve 1 via liquid path 69.
50 port 151i.

The 2-3 shift valve 750 shown in FIG.
1a, 751b, 751c, 751dy75ie, 75
if, 751g, 751h.

7511 and a large diameter land 752a that fits into the valve body in a sealed and slidable manner.
and a medium-diameter land 752b that is slightly smaller than the large-diameter land.
and two lands 752c and 75 with a smaller diameter than the medium diameter land.
2d, a valve 752 having a land 752e smaller than the land and a small-diameter land 752f smaller than the land 752e, a spring 753 that urges the valve upward in the drawing, and a retainer 754 that supports the above-mentioned valve 752 and spring 753. include.

The ports 751c and 751i are discharge ports communicating with the oil tank 51, and the port 751c is provided with an orifice 751k.

The port 751a communicates with the port 401b of the governor valve 400 through the governor pressure-liquid path 59, and the port 751b communicates with the port 151 of the manual valve 150 through the liquid path 66.
f, and the port 751d is connected to the port N251a, 125 of the first clutch trimmer pulp 1250 through the liquid path 97.
1d, 1251e and the first clutch 41
Servo 41a and servo chamber 18a of direct coupling clutch 18
It will be communicated to.

Port 751e is connected to change valve 50 by liquid path 98.
The port 751f communicates with the port 501b of the 1-2 shift valve 700 through the liquid path 94.
It is connected to e.

Port 751g is connected to OD shift pulp 85 by liquid path 98.
0 port 851e, and port 751h is connected to 1-
Liquid path 7 via port 701h of 2-shift pulp 700
Port 251b of throttle valve 250 to be supplied with throttle pressure by 0.

It communicates with 251C.

The 3-4 shift pulp 800 shown in FIG.
1a, 801b, 801c, 801d.

801e, 801f, 801g, 801h.

801 it 801 J, 801 k s 801
1, a large-diameter land 802a that fits sealingly and slidably into the pulp body, and a medium-diameter land 802b that is slightly smaller than the land.

Two medium-diameter lands 802 smaller than the medium-diameter land
c, 802d, a first pulp 802 having a small-diameter land 802e smaller than the medium-diameter land, and a second valve 803 having a land 803a smaller than the small-diameter land 802e of the valve; It is composed of a first spring 804 that is stretched, a second spring 805 that urges the first valve 802 upward in the figure, and a retainer 806 that holds both springs.
As mentioned above, the port 801b of the governor valve 400 is connected to the liquid path 65 by the governor pressure liquid path 59, and the port 801e of the manual valve 150 is connected to the port 85 of the OD shifted valve 850 by the liquid path 65b.
It is connected to 1g.

Port 801dj801h) 801J is a discharge port communicating with the oil tank 51, and port 801d
, 801h has orifice 801m.

801n is provided.

801e is an OD shift pulp 85 via a liquid path 99.
0 port 851d.

The port 801f is connected to the change valve 500 by the liquid path 61.
The port 501a of the manual valve 150 is connected to the port 501aGC, and the port 151b of the manual valve 150 is also connected to the port 501aGC.

The port 801g is connected to the port 651h of the L-1 shift pulp 650 through the liquid path 91 as described above.

The port 801i is connected to the port 801k by a liquid path 81.

Port 8011 is port 7 of 2-3 shift pulp 750
51h and port 701h of 1-2 shift valve 700
The fluid path 70 communicates with ports 251b and 251c of the throttle valve 250 to be supplied with throttle pressure through the fluid path 70.

The OD shift pulp 850 shown in FIG. 3C is connected to the port 851.
a.

851 b p 851 C* 851 d s 85
1 e, 851 f.

A valve body 851 having dimensions 851g and 851h, a large-diameter land 852 that fits sealingly and slidably into the valve body, two lands 852b and 852c with the same diameter slightly smaller than the large-diameter land, and the land 852b. ,
A valve 852 having a small diameter land 852d smaller than 852c, and a spring 85 that urges the valve upward in the drawing.
3 and a spring retainer 854, and as mentioned above, the port 851a is connected to the governor valve 4 by the governor pressure fluid path 59.
00b, and ports 851b and 851f are discharge ports that communicate with the oil tank 514, and are provided with orifices 851i and 851j.

851c holds the liquid path 861 and is the port 1101a of the first brake trimmer valve 1100.

1101d and 1101e, and also communicates with the servo chamber 44a of the first brake 44.

As described above, the port 851d communicates with the port 801e of the 3-4 shift valve 800 through the liquid path 99, and also communicates with the port 801e of the 3-4 shift valve 800.
51e communicates with port 751g of 2-3 shift pulp 750 via liquid path 98.

The port 851g communicates with the port 151e of the manual valve 150 through the liquid path 65 via the port 801b of the 3-4 shift valve 800 through the liquid path 65b.

The port 851h communicates with the port 351b of the L-H change valve 350 and the port 301a of the kickdown control valve 300 through a liquid path 76.

3F Figure 1 The change valve 500 shown is the port 501
Valve body 50 having a, 501b, 501c
1, a valve 502 that is fitted in the valve body in a sealed and slidable manner, a spring 503 that presses the valve to the right in the figure, a plug 504 that locks one end of the spring 503, and a plug 504 that locks one end of the spring 503; The pin 50 is supported by the body 501 to prevent it from popping out to the left in the figure.
6, and a seal ring 505, and the port 50
1a is the port of the manual valve 150 via the liquid path 61)
151b and port 801 of 3-4 shift valve 800
H-ko is connected.

Port 501b is port 7 of 2-3 shift pulp 750
51e, and the port 501c communicates with the port 151i of the manual valve 150 through a liquid path 69.

The torque converter pressure control valve 600 shown in FIG. 3C has a port 601a.

A valve body 601 having a diameter 601b and a valve 602 that is fitted in a sealed and slidable manner into the pulp body; a spring 603 that biases the valve 602 toward the left in the figure;
It consists of a pin 604 pivotally attached to the body 601 to prevent the spring from coming out in the right direction, and a pin 604 that is pivotally connected to the body 601.
01a communicates the circulating oil from the torque converter 10 via the oil cooler 1300, and further lubricates each friction part of the transmission 20.

Port 601b is a discharge port that communicates with oil tank 51.

The fourth brake trimmer pulp 950 shown in FIG. 3B has ports 951a, 951b, and 95IC.

A valve body 951 having 951d and 951e, a valve 952 at the bottom in the figure and a valve 953 at the top in the valve body in a sealed and slidable manner, and a spring 954 stretched between the two valves. Mpo 1'951 d.

Between port 951e and chamber 951f, there is a connection between chamber 9 and port 951e.
A one-way valve 955 is arranged to cut off the oil flow to the chamber 951f and allow oil to flow from the chamber 951f to the port 951e.

The port 951a is connected to the L-1 shift pulp 650 as described above.
ports 651e, 651g and ports 951d, 95
1e, and communicates with the servo chamber 47H of the fourth brake 47 through a fluid path 92.

The port 951 b communicates with the port 551 c of the throttle modulator valve 550 through a fluid path 74 .

951C is a discharge port that communicates with the oil tank °51.

Each trimmer valve 1000, 1050゜110
0.1150, 1200, and 1250, their configuration and shape are exactly the same as the fourth brake trimmer pulp 950, so the explanation about the valve will be omitted and the previous explanation will be omitted, and the connection relationship between the port and the liquid path will be explained below. do.

The third brake trimmer pulp 1000 shown in FIG. 3B has a port 1101a as described above.
50 ports 651d and ports 1101d, 1101
e and 4 which communicates with the servo chamber 46a of the third brake 46.
Port 1ooib communicates with port 551c of throttle modulator pulp 550 through liquid path 74.

Port 1001c is a discharge port that communicates with oil tank 51.

Reference numeral 1005 is a one-way valve that operates similarly to the one-way valve 955 described above.

In the second brake trimmer pulp 1050 shown in FIG. 3B, the port 1051a is connected to the port 901c of the reverse inhibitor valve 900 as described above.

901e and ports 1051d, 1051e and the second
It communicates with the servo chamber 45a of the brake 45.

Port 1051b communicates with port 551C of throttle modulator pulp 550 via liquid path 74.

Port N050c is a discharge port that communicates with the oil tank 51.

1055 is a one-way valve that functions similarly to the one-way valve 955.

FIG. 3B f shows the first brake trimmer valve 1100
The port 1101a is set to <3-4 shift pulp 8 as described above.
00 port l01g and ports 1101d, 1101e
, and communicates with the servo chamber 44a of the second brake 45.

Port 1101b communicates with port 551c of throttle modulator pulp 550 through liquid path 74.

Port 1101c is a discharge port that communicates with oil tank 51.

Reference numeral 1105 is a one-way valve that operates similarly to the one-way valve 955.

The third shift trimmer valve 1150 shown in FIG. 3A has a port 1151a as described above.
0 port) 701f, the port 101f and ports 1151d and 1151e of the regulator pulp 100, and the servo chamber 43aζ of the third clutch 43 communicate with each other.

Port 1151b communicates with port 551c of throttle modulator pulp 550 via fluid path 74.

Port 1151c is a discharge port that communicates with oil tank 51.

1155 is a one-way valve that functions similarly to the one-way valve 955.

The second shift trimmer valve 1200 shown in FIG. 3A has a port 1201a as described above.
0 port 701d and ports 1201d, 1201e
, and communicates with the servo chamber 42a of the second clutch 42.

Port 1201b communicates with port 551c of throttle modulator pulp 550 through liquid path 74.

Port 1201c is a discharge port that communicates with oil tank 51.

1205 is a one-way valve that operates similarly to the one-way valve 955.

The first clutch trimmer valve 1250 shown in FIG. 3A has a port 1251a connected to the 2-3 shift pulp 7
50 ports 751d and ports 1251d, 1251
e, the servo chamber 41a of the first clutch 41 communicates with the servo chamber 18alt of the direct coupling clutch 18.

Port) 1251 b communicates with port 551 c of throttle modulator pulp 550 through liquid path 74 .

Port 551c is a discharge port that communicates with oil tank 51.

1255 is a one-way valve that functions similarly to the one-way valve 955.

Next, the operation of the above configuration will be explained.

When the engine of the vehicle is driven, the pump 50 is also driven, sucking liquid from the oil tank 51 through the filter 52 and the suction liquid path 53, and discharging it to the discharge liquid path 54.

The pressurized liquid in the discharge liquid path 54 is supplied to the chambers 1011 and 101g of the regulator valve 100, applies pressure to the cross-sectional area of the land 102a, and pushes the pulp 102 upward in the drawing against the tension ζ of the spring 103.

If the pulp 102 is displaced upward, the chamber 1011 will be communicated with the discharge port 1-101b.
As the hydraulic pressure within the chamber 101g decreases, the hydraulic pressure within the chamber 101g also decreases, so the pulp 102 is returned downward by the tension of the spring 103 to cut off communication between the chamber 1011 and the discharge port 101b.

In this way, the regulator valve 100 is connected to the spring 1
The pressure is regulated to a substantially constant pressure corresponding to the tension of 03.

The magnitude of this pressure adjustment is determined when the transmission is in Low, 1st and Rev
When in the position, the chamber 101 is supplied via the liquid path 95a.
Since line pressure is supplied to chamber 10, this line pressure is
The line pressure itself becomes high line pressure in order to counteract the liquid pressure within 1 g and press the pulp 102 downward in the drawing.

This high pressure line pressure is Low, 1 s t. To enable the transmission to transmit high torque output from the engine at Rev drive ratios, several types of friction engagement devices (clutches,
brakes, etc.).

A port 101d of the regulator valve 100 is provided with an orifice 108 and is connected to the torque converter 10 via a fluid path 57.

By appropriately determining the size of this orifice 10B, the oil pressure supplied to the torque converter 10 can be set to a desired value.

Also, the liquid discharged from the torque converter 10 is sent to a cooler 1300.
A cooled torque converter pressure control valve 600 connected thereto controls its output pressure to a desired approximately constant value.

The liquid pressure regulated to a substantially constant level by the regulator valve 100 is transferred to the governor valve 4 through a liquid path 55a branched from the liquid path 55.
00 input capo) 401a.

When the output shaft 19 is not rotating, the governor valve 400
That is, when the vehicle is stopped, land 4 of valve 402
02a blocks the input port 401a, no governor pressure is generated, and therefore no hydraulic pressure is generated in the liquid path 59.

When the vehicle starts running and the output shaft 19 of the transmission 20 starts rotating, the centrifugal force applied to the valve 402 of the governor 400 and the large-diameter land 402b and small-diameter land 402 of the valve 402
The value at which the force in the direction of the axis 19 due to the hydraulic pressure applied to the area difference with a is hooked together is the value of the hook (port) 401a and discharge port) 401c.
The governor pressure is generated in the liquid passage 59 by opening and closing as shown in FIG.
3-4 shift valve 800. It is supplied to the CD shift valve 850 and controls the position of each of these valves in response to the vehicle speed, as well as the governor modulator valve 45.
It is also supplied to input port 451 of 0.

In the governor modulator valve 450, governor pressure is supplied to the right end of the plug 452, line pressure is supplied to port 451e, and line pressure is supplied to port 451 through port 451d.
51f acts on the left end of the land 453b to push the valve 453 to the right and counteract the force exerted by the plug 452, but the pressure receiving area of the plug 452 is larger than the land 453b.
Since the relationship is larger than the pressure receiving area of Pressure expansion pace inhibitor valve 900.

L-1 shift valve 650.1-2 shift valve 700
and governor pressure, which controls each of these valves' valve positions in response to vehicle speed.

When the manual valve 150 is shifted to the forward position, the line pressure in the line pressure fluid path 55 is the same as that of the manual valve 15.
The liquid is supplied to the input port 251a of the throttle valve 250 through the ports 151a, 151b and the liquid path 62.

The tension of the springs 254 and 255 of the throttle valve 250 is such that when the accelerator pedal (as shown) is not depressed and the valve 253 is locked to the pin 256 located on the left side of the drawing, the valve 252 has its land 252b connected to the input port 251a. Since the valve 253 is set to be held in the closed position, depress the accelerator pedal and close the valve 253.
Until the tension of the spring 254 is increased by pressing the input port 251 to the right by a predetermined value, the land 252b is held at the input port 251.
a is not opened and no throttle pressure is generated.

Then, the amount of depression of the accelerator pedal increases and valve 2
If 53 is pushed to the right beyond the expected value, spring 25
The tension of valve 2 overcomes the tension of spring 255.
52 to the right in the figure to open the input port 251a, but the pressurized liquid that entered the valve from the input port 251a flows through the port 251b, the liquid path 70. It adds to the difference in open area between the lands 252a and 252b' of the valve 252 through the port 251C, pushes the valve 252 back to the left in the figure against the tension of the spring 254, closes the input port 251a, and closes the port 251b. 251e and port 2't
Works to communicate with 1g.

At this time, the port 251e is the liquid path 71. It communicates with a discharge port 251f via a port 251g.

If the port 251e communicates with the port 251f, the liquid path 70
As the hydraulic pressure inside decreases, the valve 252 is pushed back to the right in the figure by the tension of the spring 254, and the valve 252 is pushed back to the right in the figure.
Communication between port 251f and port 251f is cut off, and communication is made between port 251b and input port 251a.

Thus, the throttle valve 250 adjusts the throttle pressure, which increases in proportion to the amount of depression of the accelerator pedal, and supplies it into the fluid path 70.

When the accelerator pedal is further depressed, that is, when the accelerator pedal is depressed to a full stroke or close to it, the valve 253 is displaced to the right in the figure, and the port 251
g to the discharge port 251f, and the liquid path 77
The hydraulic pressure is guided to the input port 1-301d of the kickdown control valve 300 through the left end of the valve 302, and the hydraulic pressure is pushed to the right to obtain a hydraulic pressure balanced with the spring 304, but line pressure is introduced into the port 301a. When not, the pressure is slightly lower than the line pressure, and when line pressure is introduced, it is set to be equal to the line pressure, and in this case, the adjustment ability of the throttle valve is disabled and the throttle pressure is The adjusted pressure will be supplied to the liquid path 70, and the throttle pressure will rapidly rise from a value corresponding to the planned amount of depression.

Throttle modulator valve 550 is connected to input port 55
1a through the liquid path 70a, this throttle pressure works together with the spring 553 to push the valve 552 to the left in the figure, and the valve 552 blocks communication between the chamber 551g and the discharge port 551d. .

From this state, the liquid path 74 from each trimmer valve.
The hydraulic pressure supplied into the chamber 551g via the valve 551c is supplied to the chamber 551e through the liquid path 73, and
In addition to the cross-sectional area of the land 552a, the valve 552 is suppressed and displaced to the right in the figure against the spring 553 and the throttle pressure in the chamber 551f, and acts to open the discharge port 551d.

For this purpose, the discharge port 551d is alternately opened and closed, and the chamber 551
The port 951b of each trimmer valve generates a throttle modulator pressure higher than the throttle pressure by the tension of the spring 553 in g and supplies it to the fluid path 74.

1001b, 1051b, 1101b, 1151b12
The pressures 01b and 1251b are the aforementioned throttle modulator pressures.

Note that the port 551b communicating with the chamber 551g is connected to the liquid path 55c.
If a configuration is added in which line pressure is supplied to the liquid passage 55 without communication through the port 551b, the pressure applied to the cross-sectional area of the land 552a of the valve 552 from the port 551b causes the valve 552 to
By alternately opening and closing the port 551b and the exhaust port 551d against the throttle pressure in the spring 553 and the chamber 551f, it is possible to control the fluid path 74 to the throttle modulator pressure even before the operation of each trimmer valve. It is what it is.

Since the functions of each trimmer valve are the same, the fourth brake trimmer valve 950 will be explained as a representative.

When the line pressure is supplied to the fluid path 92 while the throttle modulator pressure is being supplied to the port 951b, the valve 952 is pushed up against the spring 954 through the port 951a, and the line pressure is also supplied to the port 951d. As a result, the hydraulic pressure in the chamber 951f pushes the valve 953 downward in the figure, gradually increasing the biasing force of the spring 954, and the adjustment starts when the biasing force of the spring 954 and the hydraulic pressure of the throttle modulator valve 550 match. The pressure in the fourth brake servo chamber 47a is gradually increased to the line pressure, and the initial pressure is determined by the throttle modulator pressure (as shown in Figure 10).

When the pressure in the liquid path 92 is discharged, each valve 9
52 and 953 have been returned to their rest positions, and this Shisou 951
The liquid amount f is discharged through the port 951d, and the one-way valve 955 is also opened to be discharged from the port 951e, so that the fluid volume in the chamber 951f is increased by the engagement pressure in the fourth brake servo chamber 47a. When supplied, that is, port 951d
By opening the one-way valve 955, the liquid can be discharged more quickly with lower resistance than when opening the one-way valve 955.

Therefore, the trimmer valve gradually increases the pressure supplied to the servo chamber from an initial pressure proportional to the throttle pressure, allowing the brake or clutch, which is a frictional engagement device, to engage smoothly, and disengage quickly. and very favorable effects can be obtained.

L-Hf: When the L Fuji valve 350 is in the H (high speed) range by manual operation, the input port 35 communicates with the liquid path 62a branched from the liquid path 62 by a land 352b.
1a is a port 351 that is blocked and communicates with the liquid path 76;
b communicates with the discharge port 351c to be drained, and when operating in the L (low speed) range, the input port 351a and the liquid path 351b are connected and the OD shift position is changed to the 850 by the liquid path 76. Connected to port 851h and pressurized to land 852d of valve 852, valve 8
52 upwards, preventing the OD shift valve from being completed.

In addition, the kickdown control valve 3 is connected to the oil passage 76a.
00 port 301a and pressurizes the right end of the land 303a of the valve 303 to push the valve 303 to the left to increase the kickdown pressure and raise the kickdown change point.

Next, the adjustment action in each operating range of this transmission will be described.

Neutral position When a selection lever (not shown) in the driver's seat is moved to move the manual valve 150 to the neutral position, that is, the N position, the line pressure supplied from the line pressure fluid path 55 to the input port 151a of the manual valve 150 is changed to the valve 152. Lands 152a and 152b, no fluid pressure is applied to any servo chambers of other valves or frictional engagement devices, and the transmission is in a neutral state.

However, although pressure fluid is supplied to the governor valve 400 from a fluid path 55a branched from the line pressure fluid path 55, no governor pressure is generated when the vehicle is not running.

When the manual valve 150 is moved to the L position by moving the L range selection lever, the line pressure from the line pressure fluid path 55 is set to valve 1.
The liquid path 6L is connected between the lands 152a and 152b of 52
Supplied at 62.63.

The line pressure introduced into the liquid path 61 is supplied to the port 801f of the 3-4 shift valve 800, and
Pressure liquid (hereinafter referred to as downshift pressure) whose pressure is regulated to a substantially constant pressure lower than the line pressure by the downshift control valve 200 in which line pressure is supplied to the port 251a through the port 251a through the liquid path 64 Manual valve 1
50 from the port 151d, and passes between the land 152b of the valve 152 and the liquid passage 65, 66°6.
Supply at 7.68.

From the liquid path 65 is the port 80 of the 3-4 shift valve 800.
The downshift pressure entering 1b is applied to the area difference between large diameter land 802a and small diameter land 802b of valve 802, displacing and fixing valve 802 to the upper position in the figure, ie, the downshift position.

Therefore, the line pressure led to the port 801f of the 3-4 shift valve 800 is transferred to the land 802 of the valve 802.
It serves to supply line pressure to port 801g via between port d and 802e.

The port 801g is connected to the port 651h of the I, -1 shift valve 650 via the liquid path 91, but the liquid path 6
Since the downshift pressure supplied to the valve 652 is added to the area difference between the large diameter land 652a and the small diameter land 652b of the valve 652 and fixes the valve 652 at its low speed position,
The liquid is supplied to the fourth brake trimmer valve 950 between the land 652c and the land 652d of the valve 652 through the port h651e and the liquid path 92.

The line pressure supplied to the fourth brake IJ valve 950 is adjusted as described above to cause the fourth brake 47 to engage the servo chamber 47a of the fourth brake 47.

The line pressure from the liquid path 61 enters from the port 501a of the change valve 500, connects the valve 502 with the port 501b without displacement to the right in the figure, and then passes through the liquid path 98 to the port 751e of the 2-3 shift valve 750. reach

From the liquid path 66 to the port B51b of the 2-3 shift valve 750
The entered downshift pressure is applied to the large diameter land 7 of the valve 752.
In addition to the area difference between the small diameter land 752a and the small diameter land 752b, the valve 752 is displaced to the upper position in the figure, that is, the downshift position, so that the line pressure led to the port 751e is reduced by the ride of the bell 752. 752d and land 7
It functions to supply line pressure to port 751f via the port 52e.

The port 751f communicates with the port 701e of the 1-2 shift valve 700 via the liquid path 94, but the liquid path 67
The downshift pressure supplied to the valve 702 is added to the area difference between the large-diameter land 702a and the small-diameter land 702b, and the valve 702 is displaced to the upper downshift position in the figure. The liquid is supplied to the third clutch trimmer valve 1150 via the port 701f and the liquid path 95 between the land 702e and the third clutch trimmer valve 1150.

The line pressure supplied to the third clutch trimmer valve 1150 is adjusted in the same manner as the fourth brake trimmer valve 950 described above, and the line pressure is adjusted to the servo chamber 4 of the third clutch 43.
3a, which engages the third clutch and cooperates with the engagement of the fourth brake to complete the Low range, which is the lowest forward speed, in the transmission 20.

Also, at this time, the pressure adjusted by the third clutch trimmer valve 1150 is transferred to the regulator valve 10 via the fluid path 95a.
0 is also supplied to the pressure intensifying chamber 1011, and the line pressure is gradually increased to a high line pressure, and the line pressure is raised to a value necessary and sufficient for the engagement of the third clutch 43 without causing a shock to the engagement of the third clutch 43. Increase line pressure.

The fluid pressure supplied to the fluid passages 65, 66° 67.6B is regulated to a substantially constant pressure moderately lower than the line pressure by the downshift gongtrol valve 200, and
Since the area difference of each land receiving the above-mentioned regulated hydraulic pressure of valves 50, 700, 750, and 800 is determined appropriately, even if the selection lever is forcibly shifted to the L position during high-speed driving, Since the governor pressure is acting against the downshift pressure, the system will not downshift to a low speed position until the governor pressure falls below a predetermined value, and will automatically downshift to a gear gear suited to the vehicle speed.

This is to prevent the engine from over-speeding during engine braking.

On the other hand, once the manual valve 150 is downshifted to the L position and the vehicle is in a low gear, even if the vehicle speed increases, the vehicle speed is not high enough to shift up within the engine drive range, and the gear will not shift up (Figure 9). reference).

■When the manual valve 150 is moved to the 1 position using the range selection lever, the relationship between the line pressures is exactly the same as in the L range, and the downshift pressure supplied from the port 151d is applied to the fluid lines 65 and 6.
6.67 and not to the liquid path 68.

Therefore, the 1-2 shift valve 700, 2-3 shift valve 750, and 3-4 shift valve 800 are all located on the low speed side as described above, and the line pressure in the fluid path 61 is transferred to the L-1 shift valve 650 port 651h. will be supplied.

At this time, the valve 652 of the L-1 shift valve 650 is moved to the high speed side position by the tension of the spring 653, so the port 651h is connected to the land 6 of the valve 652.
52b and the land 652c to communicate with the port 651d, and supply line pressure to the third brake trimmer valve 1000 via the fluid path 90.

When line pressure is supplied to the third brake trimmer valve 1000, the valve operates as described above and the third brake trimmer valve 1000 operates as described above.
Smoothly engage to complete the 1st range.

In this I range, when the selection lever is forcibly shifted to the 1st position while driving at high speed, the vehicle will only be downshifted to the gear position that matches the vehicle speed at that time, depending on the magnitude of the governor pressure at that time.

However, if the vehicle speed decreases and you shift down to 1st gear, even if you increase the vehicle speed, the vehicle speed required for upshifting will not be achieved within the range of engine drive, and the vehicle will remain in the 1st position (see Figure 8) 2-range selection lever If the manual valve 150 is shifted to the 2nd position by moving , the only difference from the range (2) is that the downshift pressure in the fluid path 67 disappears.

Therefore, since the downshift is not applied to the area difference between the land 702a and the land 702b of the 1-2 shift valve 700, the 1-2 shift valve 700 acts as a normal shift valve, and the governor modulator that is added to the land 702a of the valve 702 acts as a normal shift valve. 1st and 2nd are automatically switched by comparing the magnitude of the pressure and the throttle pressure applied to the land 702e.

At this time, the L-1 shift valve 650 is connected to the spring 65.
3 and the governor modulator pressure applied to the large diameter land 652a, it is always positioned on the high speed side, so it will not shift down to Low even if the vehicle speed becomes low (Fig. 7). Since hydraulic pressure is not supplied to the pressure intensifying chamber 1011, the line pressure does not become high pressure line pressure, but remains low pressure line pressure.

That is, at this time, the engagement pressure of the third brake 46 is applied by the third brake trimmer valve 1000 at a pressure lower than that at the high pressure line.

This low pressure line pressure is the OD with a small reduction ratio in the transmission 20.
, 4th, 3rd, and 2nd.

When the manual valve 150 is shifted to the 3rd position by moving the 3-range selection lever, the difference from the 2nd position described above is that the position is within the liquid path 66, that is, between the lands 752a and 752b of the valve 752 of the 2-3 shift valve 750. The only difference is that the downshift pressure applied to the area difference is eliminated.

For this reason, both the 2-3 shift valve 750 and the 1-2 shift valve 700 automatically select the high speed side or low speed side by comparing the governor pressure or governor modulator pressure with the throttle pressure. Automatic gear shifting will be performed between.

In this case, as in the case of the 2nd range, there is no downshift to the Low range, and the line pressure is the low line pressure in the 2nd and 3rd positions, and the line pressure is the high line pressure in the 1st position (see FIG. 6).

If the manual valve 150 is shifted to the 9th position by moving the D range selection lever, the difference from the 3rd range is within the liquid path 65, that is,
Land 80 of valve 802 of 3-4 shift valve 800
The downshift pressure applied to the area difference between land 802a and land 802b is simply eliminated.

Therefore, other shift valves except L-1 shift valve 650, ie, 1-2 shift valve 700.2-3 shift valve 7.50.3-4 shift valve 800. The high speed side and low speed side are automatically selected by comparing the magnitude of each governor pressure or governor modulator pressure of the OD shift valve 850 and the throttle pressure, and 1 s 1. ff12n
dj 3 r d.

Automatic gear shifting will be performed between 4throD.

When the L-H change 350 is switched to the H (high speed) position, the liquid passages 62 and 6 are connected to the manual valve 150.
2a, port 3 of L-H change valve 350
The line pressure led to 51a is applied to land 3 of valve 352.
52b and does not communicate with port 351b, so line pressure is not supplied to port t-851h of OD shift valve 850, and OD shift valve 850 operates toward the low speed side without displacing its valve 852 upward. As the operating pressure decreases, the governor pressure supplied to the port 851a of the OD shift valve 850 increases via the liquid path 59, allowing the valve 852 to be switched downward in the figure, that is, to the high-speed side, resulting in the OD shift stage. (The OD shift diagram in this case is the 5th
(shown in the 0D-H diagram in the figure) becomes possible.

Furthermore, when the L-H change valve 350 is switched to the L (low speed) position, the ports 351a and 351b of the L-H change valve 350 communicate with each other via the land 352b and land 352a of the valve 352. , the line pressure is supplied to the port 851h of the OD shift valve 850 through the passage 76, increasing the force acting on the valve 852 upward as shown in the figure, and causing no effect on the OD shift valve 850 to the low speed side, resulting in OD shifting in this case. The line diagram is 0D-L in Figure 5.
This 0D-L diagram shifts to a higher vehicle speed side compared to the above-mentioned 0D-H diagram due to the supply of line pressure to the port 851h of the OD shift valve 850. Once the vehicle speed decreases and you shift down to 4th gear or lower, even if you increase the vehicle speed, the engine will still be operating at 0.
The vehicle speed (OD-L diagram) required to shift up to the D gear is not achieved, and the vehicle remains at the 4th position, and the OD gear is not completed.

In the case of this D range, it does not shift down to the same mow range as the 3rd range, but instead shifts to 2nd and 3rd.

4 t h , at OD the line pressure is the decreasing line pressure,
In lsu, the line pressure is high pressure line pressure (5th
(see figure).

It is desirable to change the line pressure to a different line pressure in each shift range, but in order to change the line pressure in each range like this, it is necessary to change the line pressure only in the pressure increasing chamber 101f of the regulator valve 100 (with a moderate amount). It is sufficient to provide as many pressure boosting chambers with different areas as there are gears, and to supply line pressure from the supply fluid path to each pressure boosting chamber and the frictional engagement device to complete each shift range. should be obvious.

If the R range selection lever is moved to shift the manual valve 110 to the R position, the line pressure fluid path 55 is connected to the port 151a.
, land 152b of valve 152.

152a and through the port 1511 to the liquid path 69 only.

The liquid path 69 is connected to the port 901b of the reverse inhibitor valve 900 and the port 701 of the 1-2 shift valve 700.
It also communicates from port 501c of change valve 500 to port 501b, and supplies line pressure to port 751e of 2-3 shift valve 750 via liquid path 98.

Spring 903 of reverse inhibitor valve 900
Since the tension is relatively weak, even if you shift to the R position while driving forward, the vehicle speed will not reach the planned value, for example 20 kft/h.
If this is the case, the governor modulator pressure supplied from the port 901a overcomes the tension of the spring 903, and the valve 902 is pushed downward in the figure, blocking the line pressure from the port 901b at the land 902a, so there is no reverse drive. Stay neutral.

However, when the vehicle speed is below the above-mentioned predetermined value, the valve 902 is displaced to one side in the figure by the force of the spring 903, and the port 901b is communicated with the port 901c via between the land 902a and the land 902b of the valve 902. Therefore, line pressure is supplied to the liquid path 80.

The line pressure in the liquid path 80 is controlled by the reverse inhibitor valve 9.
00 port 901e and presses the valve 902 upward in the figure, and the above-mentioned planned vehicle speed is reached by reverse drive, for example, 20
It works to prevent the reverse inhibitor valve from shifting to the neutral side even if the speed increases.

Also, the line pressure in the fluid path 80 is supplied to the servo chamber 45a of the second brake 45 via the second brake trimmer valve 1050, and the second brake trimmer valve 1050 gradually engages the second brake 45. .

On the other hand, 2-3 shift valve 750° 1-2 shift valve 7
00 are displaced upward in the figure by the tension of springs 753 and 704, respectively, so the line pressure supplied to port 751e is between lands 752d and 752e of valve 752, port 701e1, liquid path 94, and port 701f.

Between lands 702d and 702e of valve 702, port 701f, fluid path 95, third clutch trimmer valve 1
150 to the servo chamber 43a of the third clutch 43, and the third clutch trimmer valve 1150 gradually engages the third clutch 45.

Thus, in the R position, the third clutch 45 and the second brake 4
5 is engaged, and backward drive is obtained.

Even during this reverse drive, the third clutch trimmer valve 115
The hydraulic pressure controlled at 0 is supplied to the pressure increasing chamber 101f of the regulator valve 100 via the liquid path 95a, and the line pressure is gradually increased.

This increased line pressure is applied to the third clutch 45 during reverse drive.
The pressure is sufficient to engage the two.

Although described in detail above, in short, according to the present invention, a plurality of frictional engagement devices (third brake 46, second clutch 42, first brake 44) are provided to complete at least five different reduction ratios in the transmission 20. , a hydraulic pressure source (pump 50, regulator valve 100), a switching valve (manual bell 650) that appropriately switches and supplies pressurized fluid from the hydraulic pressure source to the plurality of frictional engagement devices, and a throttle corresponding to the output of the engine. A throttle valve device (throttle valve 250) that outputs pressure, a governor valve device (governor valve 400) that outputs governor pressure corresponding to vehicle speed, and receives governor pressure from the governor valve device and throttle pressure from the throttle valve device. one shift valve device (3-4 shift valve 800) that automatically switches the plurality of frictional engagement devices to selectively complete a high speed reduction ratio or a low speed reduction ratio in the transmission;
The plurality of friction engagement devices receive the governor pressure from the governor valve device so that when the one shift valve device is in a position to complete the high speed reduction ratio, the transmission further completes the high speed reduction ratio. Other shift valve devices (O
D shift valve 850), a selection valve device (
L-H change valve 350) is provided, and the switching valve can selectively hold the one shift valve device at a position where the low speed reduction ratio is completed.
Using the 4-speed automatic transmission that automatically shifts up to a reduction ratio of 1, by simply adding an OD shift valve and an L-H change valve, you can switch the L-H change valve and set the manual valve to the D position. During general driving, it is easy to shift up to an OD gear with a reduction ratio of 1 or less.
In addition, when driving at high speeds, it is possible to automatically shift to the OD gear, providing comfortable automatic shifting depending on the purpose of use.In addition, there is a manual valve that changes the gear position of the normally used 4-speed automatic transmission. This provides excellent effects such as being able to be used as is without modifying the valve body.

Although preferred embodiments of the present invention have been disclosed, changes or modifications may be made without departing from the spirit of the present invention, such as changing the L-H change valve using a solenoid or the like.

[Brief explanation of drawings]

FIG. 1 is a schematic central vertical cross-sectional view showing an example of a transmission used in the present invention, and FIG. 2 shows the relationship between the engagement of each frictional engagement device and each gear in the transmission used in the present invention. Explanatory diagram showing, 3rd
The figure is a reference diagram showing the arrangement relationship of the following figures 3A to 3H, 3A, 3B, and 3C. 3D, 3E, 3F, 3G, and 3H are partial detailed views of the hydraulic pressure control circuit diagram for a transmission according to the present invention, and FIG. 4 is a characteristic diagram showing the relationship between vehicle speed, governor pressure, and governor modulator pressure. Figure 5 is a shift diagram in D range, Figure 6 is a shift diagram in 3 range, Figure 7 is a shift diagram in 2 range, Figure 8 is a shift diagram in lunge, Figure 9 10 is a shift diagram in the Low range, and FIG. 10 is a characteristic diagram of the engagement pressure of the trimmer valve. 150...Manual valve, 400...
... Governor valve, 450 ... Governor modulator valve, 250 ... Throttle valve, 5
50... Throttle modulator valve, 65
0,700°750.800...Shift valve, 18,41°42.43,44.45,46,47.
...Friction engagement device, 850...OD shift valve, 350...LH change valve.

Claims (1)

[Claims] 1 Transmission number A plurality of frictional engagement devices for completing at least three different reduction ratios, a hydraulic pressure source, and a switch that supplies pressurized fluid from the hydraulic pressure source to the plurality of frictional engagement devices by appropriately switching. A valve, a throttle valve device that outputs a throttle pressure corresponding to the output of the engine, a governor valve device that outputs a governor pressure corresponding to the vehicle speed ζ, and a governor pressure from the governor valve device and a throttle pressure from the throttle valve device. one shift valve device that selectively completes the speed reduction ratio or the low speed reduction ratio by automatically switching the plurality of frictional engagement devices in response to the governor pressure from the governor valve device; The receiver is configured to automatically switch the plurality of frictional engagement devices when the one shift valve device is at a position where the high-speed reduction ratio is completed in the transmission in order to further complete the high-speed reduction ratio in the transmission. Selectively operate the shift valve device and other shift valve devices as appropriate (
The vehicle has a selection valve device that outputs a signal pressure to prevent this, and is configured to use the switching valve to selectively hold the one shift valve device in a position where the low speed reduction ratio is completed. Hydraulic pressure control device for automatic transmissions.