JPS5945863B2 - Hydraulic pressure control circuit for automatic transmission for automobiles - Google Patents

Description

[Detailed Description of the Invention] The present invention is used in trucks, buses, etc. in which the throttle opening is fully open when starting, and is used in automatic transmissions for φ automobiles that require sudden acceleration, especially when entering a highway. When driving, the shift point at kickdown is set to a high value, and during normal driving, the shift point at kickdown is set to a low value in order to reduce fuel consumption and engine speed compared to rapid speed. The purpose of this invention is to provide hydraulic control, control, and equipment for automatic transmissions for i-vehicles, allowing drivers to obtain a comfortable driving feeling according to their intended driving purpose.

Furthermore, the main point is as mentioned above: If the shift point due to shift down is 弗<shi<,=, then sudden acceleration is required. The purpose of the present invention is to provide an automatic transmission for an automobile that can completely prevent upshifting to a drive speed change.

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

. An example of a transmission used in the present invention will be described below with reference to the wholesale guide.

, :. 1.0 is generally known as a one-stage, two-phase type of I-element.
It consists of a δ rotor wheel which is connected to the turbine runner 14 and the case 15, and is supported via an engine 16.

Also, there is a pump impeller 1 in the tvg comparator 7410.
2 and the turbine runner 14, i.e. the engine output shaft 1.1
A direct connection clutch that directly connects the transmission and the 200-person transmission
A lock-up clutch) 18 is provided.

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 ply clear gear 26 that meshes with the first sun gear, and a first ring gear that meshes with the first planetary gear. It includes a first carrier 2B that pivotally supports a gear 27 and a first planetary gear 26.

Similarly, the second sun gear set 22 also includes a second sun gear 29i2, a planetary gear 30, a third sun gear 31, and a second carrier 32.
3 also includes a third sun gear 3'3, a third planetary gear 34, a third ring gear 35, and a third carrier 36, and the fourth
The planetary gear set 24 includes a fourth sun gear 37, a fourth planetary gear 38, a fourth ring gear 39, and a fourth carrier 40.

The first ring gear 27, the second carrier 32, and the third ring gear 35 are connected so as to rotate integrally, and are driven by the input shaft 13 via the first clutch-1.

1st. When the carrier 28 and the first ring gear 27 are connected so that they can rotate as a unit, the input shaft T'3h
'i is driven by 1 via the second clutch 42.

The first sun gear 21 is the input shaft 13 and the third clutch 43
and can be fixed to the case 15 by a first clutch 41.

The first ring gear 27, the second carrier th'2, 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 1'5 with the third brake □-key 46.

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

□The third caliper 36, the fourth sun gear 37, and the output shaft 19 form a main body that can be rotated as two bodies.

□In this gear lower lane, the 3rd gear
If -4□3 and the 4th play '*4't'h are engaged, the LOW range of the lowest speed crotch for Shin Jin can be obtained.

3) When the Tsuchi 43 and the third brake gear 46 are engaged, the first forward movement is completed, and when the Sei 2 clutch 42 and the third brake key 46 are engaged, the front gate second arm and the first 'Kurazuchi 4'1
When the first clutch 41 and the second brake 46 are engaged, the gear is in the third forward speed, and when the first clutch 41 and the second clutch 42 are engaged, the gear is in the fourth forward gear in a directly coupled state, and the first clutch 41 and the first brake 44 are engaged. When combined, 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, the second gear: As shown in the figure, the frictional engagement device marked with a circle in the figure is engaged.

The hydraulic regulating means of the present invention to be used for the above transmission is the pump 50, the regulator valve 100, the manual hull 7" 150, and the downshift control valve 20.
0, throttle valve 250, kick town control pal 7" 300, LOW-High change valve (hereinafter simply referred to as L-H change valve) 350, governor valve 400, governor modulator valve 450,
Change valve 500, throttle modulator pal 7
"550,) /L/ y:y inverter pressure control valve 600, L-1 shift valve 650,1
-2 shift 1 + tobalf 700.2-3 shift valve 750,3-4 shift valve 800. OD shift valve 850, reverse inhibitor valve 900J4 play kit l am-
Valve 950, third brake trimmer valve 1000,
2nd brake trimmer valve #7” 1050. 1st brake trimmer valve 110tJ, 3rd clutch trimmer valve 1150°, 2nd clutch trimmer valve 1200,
It consists of a first clutch trimmer valve 1250.

The pump 50 shown in Fig. gBG sucks fluid from an oil tank 51 through a filter 52 and a suction liquid path 53, and discharges fluid through a discharge liquid path 5.
Discharge to 4.

The pump 50 is directly driven from an output shaft 11 of an engine (not shown) via a pump impeller 12.

The liquid path 55 communicates with the regulator valve 00,
This is a line fluid path that engages friction engagement devices such as a plurality of friction clutches 41, 42, 43 and friction brakes 44, 45, 46, 47 to ensure a power train to the transmission 20.

The regulator valve 100 shown in Makoto 3E- adjusts the pressure inside the line pressure fluid path 55.
The lands 102a and 102b have the same diameter and fit into the holes in the valve body 101.

10'2c, a spring 103 that presses the valve 102 downward in the figure, a spring receiver 104 that is engaged with the valve 102 to transmit the tension of the spring to the valve 102, and a spring receiver 104 that is fitted into the valve bore of the valve body 101. A fixed valve sleeve 105 and a plug 106 sealed and slidably fitted into the middle diameter portion of the sleeve protrude.

The valve body 101 has boats 101a, 101b, 10
1c, 101d.

10'le', 161f and chambers 101g, 101h.

101i, 101j, 101 have 1011.

The bow h'101a works to introduce line pressure and the line pressure acts on the valve brand 102a, and the bow HO1
b is a discharge boat that communicates with the suction passage 53 through a passage 56;

Boat N01e is a discharge boat that communicates with the oil tank 51.

Boat 101c* is a discharge liquid path 54 and a line pressure liquid path 55
are in communication.

The boat 101d supplies circulating oil to the torque comper Jlo through a liquid path 57 having an orifice 108 in the middle thereof.

The boat 101f is a boat that communicates with the space 1011 between the plug 106 and the sleeve 105.

□The line liquid path 5 branches into a liquid path 55h on the way, and the branched liquid path 55a communicates with the inlet cylinder 461a of the governor valve 400.

Governance Lube 400 shown in the third ladle diagram is boat '401.
a.

A valve 40 having a valve bore 401 having bores 401b and 401c, a small diameter land 402a and a large diameter Laredo 402b that are fitted in a sealed and slidable manner into the valve body.
2.

Is the exhaust 401c connected to the oil tank 51?
−”).

The inside of the valve bore 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 has its small diameter Laredo 402a in a position vh on the radially outward side with respect to the output shaft 19. The valve body 401 is fitted into the valve body 401 and the governor module 451a is inserted into the valve body 401 through the liquid path 59. 801a and 2-"Communicates with shift lever (lube 750 button) 751a.
Suga 4 modulator valve 4 '50' shown in the sweat end 3F diagram
Boats 451a, 451b, 451c, 4'5'1d
.

An example of the inside of the valve body 451 having 451e and 451f.On the side shown in the figure, there are lands 453a and 453 with the same diameter smaller than the plug 452 on the left side with the large plug 45'2 attached.
The valves 453 each having a diameter b are slidably fitted into each valve 453.

Boat) 451aK is connected to the boat 45 by the aforementioned liquid path 59.
1b and 451c are discharge passages that communicate with the tank 51.

The boat 451e is a liquid path 55 branched from the line liquid path 55.
b and supplies line pressure.

The boats 451f and 451d communicate with each other, respectively, and the water passages 6
0 through boat 901a of reverse inhibitor valve 900 and boat 651 of L-1 shift valve 650.
a, communicates with the boat 701a of the 1-2 shift valve 700;

The manual valve 150 shown in the iaG diagram is a bow 1151
a, 151b, 151c, 151d.

151e, 151f, 151g, 151h.

The valve body 151 includes a valve body 151 having a diameter 1511 and a valve 152 having three lands 152a, 152b, and 152c of the same diameter that are slidably and sealingly fitted into the valve body.

The boat 151a communicates with the above-mentioned hydraulic fluid path 55.

Boat: 1.51b is a boat 80 with 3-4 shift valves
1f and change valve et al.
It also communicates through the liquid passage 62 with the bonito 251a of the throttle valve 250 and the boat 351a of the L-H change valve 3 and 0.

Boat 151 downshift control valve 20
0') 201a, 201b via a fluid path '63.

■ 151d is downshift control bar) 2
It communicates with the boat 201c of No. 00 via the liquid path 64.

The bow N51e is connected to the 3-4 shift valve 8 through the liquid path 65.
00 baud) 801b and OD shift valve boat 8
The J port 51f communicating with the J port 51g communicates with the port 751b of the 2-3 diketo valve 750 via a liquid path 66.

The boat 151 is connected to the boat 701b of the 1-2 shift valve 7'00 via a liquid path 67.

The boat 151h communicates with the boat 51bK of the L-1 select valve 650 via a passage 68.

The boat 1151i is connected to the change valve 5 via the liquid path 69.
0:0 boat 501c, 1-2 shift valve 700 boat 701i, and reverse inhibitor valve 90
0 baud) 901bK is connected (・ru.

Downshift control valve 200 shown in Figure 3G
are boats 201a, 201b, and 201c.

201d, and a land 2 of the same diameter that fits into the valve body 201 and the valve body in a sealed and slidable manner.
02a and 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 boat 201d is a discharge boat that communicates with the oil tank 51.

The boats 201a and 201b are connected by a liquid passage 63 from the manufacturer 7/L/valve 150 (bow) 151c, and the liquid pressure is guided from the boat 201a to the chamber 201e, and the land 202a becomes a pressure receiving part and pushes the valve 202 to the right. ,
A hydraulic pressure balanced with the spring 203 is generated in the chamber 201f, and a predetermined constant pressure lower than the line pressure is supplied to the bow 151d of the manual valve 150 through the liquid path 64.

The throttle valve 250 shown in the iBG diagram is a boat 251.
a, 251b, 251c, 251d.

A valve body 251 having 251f, 251e, 251g, a small diameter land 252a that fits sealingly and slidably into the valve body, and a large diameter land 2 having the same diameter.
52b, 252c and the valve 2
52a land 252b.

A valve 253 having a land 253a with the same diameter as 252c.
and a first spring 254 stretched between both valves 252 and 253, and second springs 2 and 55 that press the valve 252 to the side opposite to the first spring 254.

Note that 1.256 is a pin embedded in the valve body 251 and acts as a stopper to stop the valve 253 from moving to the left.

The valve 253 is connected to an accelerator pedal (not shown) of the vehicle by suitable means, and is pushed in 5 degrees to the right in the figure in response to the amount of depression of the accelerator pedal.

Boats 251d, 2 and 51f are discharge boats that communicate with the oil tank 51.

The boat 251a communicates with the boat 151b of the manual valve 150 as described above, and also communicates with the boat 251b and the boat 251b.
c communicate with each other through a liquid path 70, and 1-2 shift valve 70017) boat 701h, 2-37f, date 751h of to valve 750, and 3-4 seat valve 8
It communicates with the boat 8011 at 0:0, and also communicates with the boat 551a of the throttle modulator valve 550 from a liquid passage 70aK branched from the liquid passage 70.

The boat 251e and the boat 251g are communicated by a liquid passage 71, and the boat 251g is a liquid passage. 7 to the hoard 301d of the kick town control valve 300.

The throttle modulator valves 550 shown in the MBH diagram are boats 551a, 551c, and 551d.

A valve body 551 having a diameter 551e, a valve 552 having two lands 552a and 552b of the same diameter that can be slidably and sealed in the valve body, and a spring 553 that presses the valve 552 to the left in the figure. Contains.

A plug 554 is hermetically fitted into the opening on the right side of the valve into which the valve 552 of the valve body 551 is fitted.
5 prevents it from pulling out to the right.

551d is a discharge hole communicating with the oil tank 51.

The boat 551c and the boat 551e communicate with each other through a liquid path 13.

Throttle pressure is supplied to the bore 551a in communication with the bore 25.1b of the throttle valve 250, and further communicates with the chamber 551f to push the valve 552 to the left in the figure.

Then, in the chamber 551g formed between the land 552a and the land 552b, a pressure slightly higher than the throttle pressure proportional to the throttle pressure is generated by the sum of the throttle pressure, the pressure received by the land diameter 552a, and the pressure balanced with the tension of the spring 553. Then, the pressure is transferred from the boat 557c4 to the boat 95lb of the fourth brake trimmer valve 950, the boat 1001b of the third brake + trimmer valve 1000,
Boat 1051 of second brake trimmer valve 1050
b. Boat 11 of the first brake trimmer valve 1100
01b, third clutch, boat 1151 of clutch trimmer valve 1150, boat 1201b of second clutch trimmer valve 1200, first clutch trimmer valve 125
0 boats 1251b via liquid passages 74, respectively.

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

Valve body 3 with 301b, 301c, 301d
01, a valve 302 having a small-diameter land 302a that fits sealingly and slidably into the valve body, and a valve 303 having a land 303a slightly larger than the valve 302 are fitted and stretched between the two valves. It is composed of a spring 304.

Boats 301b and 301c are discharge boats that communicate with oil tank 51.

The board 301a communicates with the boats 3.5 and 1b of the L-H change lever 350 via the liquid passage 76a, and
01d is the boat 251 of the throttle valve 250 mentioned above.
g via a liquid path 77:.

The L-H change valve 350 shown in Fig. 3G is the boat j
5.1a.

two identical culm lands 352a that fit sealingly and slidably within a valve body 351 having 351b and 351c;
, 352b. (consisting of Bo)
, 351 a is the bow H of the manual valve 150 described above.
51b from the liquid path 62, the liquid path 62. Line pressure is supplied through a, and the boat 351,'b is connected to the boat 3 of the kickdown cartrol valve 300 described above.
85.1h of the OD shift lever valve 850 and a liquid path 76 branched from the liquid path 76a.

The reverse inhibitor valve 900 shown in FIG. 3D is a boat 901a.

A valve body 901 having 901b, 901c, 901d, 901e and 5 sealing force slides within the pulp body (fitting into equal lands).

Balloon 90? having 902a and 902b? and a spring 903*7 that biases the valve in the direction shown in the figure! ll・
The boat 901a is connected to the c-i vanamodule=! via the liquid path 60. The boat 901b communicates with the manual valve 151i (Boat 451 of Louis 450) at the upper left of the liquid passage 69, and
901c and 901e are electrically connected to each other via the duct 80, and the boats 1051, a, 1 (151d) of the second brake: trimmer valve 1050.

1051e and the second brake, the servo chamber 45a of the fourth gear, is continuously increased.

The boat 901d is a discharge boat that communicates with the oil tank 51.

The valve 902 is vertically displaced by the governor pressure (proportional governor modulator pressure) and the biasing force of the spring 7903.

. The L-71 shift valves 65.0 shown in the 3D illustration are boats 651a, 9.51b, 651c, and β51.

A valve body 6.51 having 651e, 651f, 651g, and 651h, a large-diameter land 652a that fits into the valve body in a manner that allows it to slide freely, and three lands 652b that are smaller in diameter than the large-diameter ride.

652c, 6524, and a spring 653 that presses the valve downward in the figure.

The boat 651a communicates with the governor modulator pallet valve 450 (boe) 451d via the liquid path 60, and the boat 651b communicates with the boat 151h of the manual valve 150,
It communicates via a VC liquid path 68.

Boat 6.51c and boat 51f are discharge boats that communicate with the oil tank 51.

, the boat 651d is connected to the boats 1001a and 10θ1d of the third brake trimmer valve 1000 via the liquid path 90.
.

1001e, and the servo chamber 46 of the third brake 46
Connects to a.

The boat 651h is connected to the boat 801g of the 3-4 seat valve 900 for 1 m via a liquid path 91.

Also, the boats 651e and 651g communicate with each other through the liquid path 92, while the boats 951a of the fourth brake trimmer valve 950.

951d and 951e, and communicates with the servo chamber 47aVc of the fourth brake 47.

The 1-2 shift valves 700 shown in the gaD diagram are bore doors 01a, 701b, 701c, and 7Q1d.

? ole, 701f, 701g, 701h.

7011 and a large diameter land 702 that fits into the valve body in a sealed and slidable manner.
a and the large diameter? Medium-diameter gin door 02, slightly smaller than the
b and two medium-diameter runtogos 02c smaller than the medium-diameter land.
, 702d and a small-diameter land 702e that is smaller than the medium-diameter land, and a valve 703 and a pallet 7'' 702 that have a smaller land 702e that is smaller than the smallest land 702e of the valve. It includes a spring 704, and is inserted into the valve boss in a free state of the valve 703.

, boats 70)c and 701g are discharge boats that pass through the oil tank 515, and orifices 701j and γO1.
K has passed away.

The boat 701a communicates with the governor modulator pressure fluid path 60 as described above, and the boat 701b communicates with the boat 151g of the manful valve 150 through the fluid path 67 (as described above). Then, jj=1201a, 12 of the second clutch trimmer valve 1200.
Continuing with 01d and 1201e, servo chamber 4 of the 22nd latch
Connects to 2a.

Boat 701e shore 2-3 shift valve 750 boat) 7
It communicates with 51f via a liquid path.

The boat 1701f is connected to the boat 1151a of the third clutch trimmer valve 1150 via the liquid path 95.

1151d and 1151e, and also communicates with the servo chamber 43a of the second clutch, and further communicates with the bow N01f of the regulator valve 100 via a liquid path 95a branched from the liquid path 95.

Boat 701h is the boat 251b of the throttle valve 250 to be supplied with throttle pressure via the liquid path 70;
It communicates with 251c.

The boat 7011 is connected to the manual valve 1 via the liquid path 69.
50 baud N51i.

The 2-3 shift valve 750 shown in FIG. 3D is 75
1a, 751b, 751c, 751d.

751e, 751f, 751g, 751h.

7511 and a large diameter land 752a that fits into the valve body in a sealed and slidable manner.
and (1) diameter land 75 slightly smaller than the large diameter land.
2b and two lands 752c smaller in diameter than the medium diameter land.
, 752d, a land 752c smaller than the land 752c, and a small diameter land 752f smaller than the land 752e.
The valve 752 has a spring 753 that urges the valve upward in the figure, and the valve 752 and spring 7 described above
53 and a taker 754.

Bonites 751c and 751i are discharge boats communicating with the oil tank 51, and the boat 751c is provided with an orifice 751k.

The boat 1 door 51a is connected to the valve 401b of the governor valve 400 through the governor pressure fluid path 59, and the boat 751b is connected to the valve 151 of the manual valve 150 from the fluid path 66.
fm communication, boats 1251d are connected to boats 1251a, 12 of the first clutch trimmer valve 1250 through the fluid path 97.
51d and 1251e, and communicates with the first clutch 4.
1 servo 41a and the servo chamber 18 of the direct coupling clutch 18
Connects to a.

The boat 751e is connected to the change valve 500 by the liquid path 98.
501b, and the bonito 751f is connected to the liquid path 9
4, ■-2 shift valve 700 boat 701e
It's heating up quickly.

”: The boat 751g is connected to the bow 851e of the OD shift valve 850 through the fluid passage 98, and the boat 7 is also connected to the throttle pressure through the fluid passage 10 via the valve 701 of the 1-I2 shift valve 700. Bow of throttle valve 250) 251b.

It communicates with 251c.

″::3-4 shift valve 800 shown in Figure 3C
are boats 801a, 801b, 801c, and 801d.

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

801i, 801j, and 801, a valve body 801 having 8011, a large-diameter land 802a that fits into the valve body in a sealed and slidable manner, 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 valve 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 bulb; The boat 801a is composed of a first spring 804 that is stretched, a second spring 805 that biases the first valve 802 to the main force shown in the figure, and a retainer 806 that holds both springs. The boat 801b of the governor valve 400 communicates with the boat 151e of the manual valve 150 through the fluid path 65, and also communicates with the boat 151e of the manual valve 150 through the fluid path 65b.
851gK connected 5, boats 801d, 801h
, 801j is a discharge boat that communicates with the oil tank 50, and the boat 5oid and 5oih have an oil discharge boat 801m.

801n is provided = bow) 801e is the liquid path 99
This connects the boat 851dK of the OD shift valve 850.

The boat tso1f has a change valve 50 via the liquid path 61.
0 baud) 501aK is communicated with the baud N51b of the 4-near) valve 150.

As described above, the boat 801g goes up the liquid path 91 and communicates with the boat 651h of the lube 650, shifted L-1.

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

Boat 8011 is boat 47 with 2-3 shishito valve 750
51h and 1-2 shishito valve 700 boat t01h
Throttle pressure should be supplied by the fluid path 70 via (
It communicates with the bows 251b and 251c of the throttle valve 250.

The OD valve 850 according to Fig. 3C is Bo) 851
a.

851b, 851c, 851d, Q51e.

A valve body i51 having 851f, 851g, and 851h, a large-diameter land 852 that fits into the valve body in a sealing and slidable manner, and two lands 852b having the same diameter and slightly smaller than the large-diameter land.

852c and a small-diameter land 852d smaller than the lands 852, 852c, a spring 858 that urges the valve upward in the drawing, and a spring retainer 854. Also connected to boat 851b.

851f is a discharge boat communicating with the oil tank 51, and is provided with orifices 851 i and 851 j.

Boat) 851c is connected to boats 1101a, 1101d, and the first brake trimmer valve 1100 via a liquid path 861.
1101e and also communicates with the servo chamber 44a of the first brake 44.

The boat 851d is connected to the boat 801e of the 3-4 shift valve 800 through the fluid path 99, and the boat 851e is connected to the 2-3 shift valve 75 through the fluid path 98.
It is connected to boat 751g of 0.

851g is connected to boat j51. It is connected to e.

Boat 851h has L-H change bar/
It communicates with the boat 351'b of the L valve 350 and the boat 301a of the kickdown control valve 300.

The change valve 500 shown in FIG. 3F is a boat 501a.
, 501b, 501c, and a large valve 502 which is fitted in the valve body in a sealed and slidable manner, and a spring 503 that suppresses the valve on the right side in the drawing, and one end of the spring 503. A locking plug 504 and a pin 5:06 supported by the body builder 01 to prevent the plug from jumping out to the left in the figure.
It consists of 505 and 501
15,1b and the boat 801f of the 3-4 shift valve 10 are connected by the liquid path 61.

Boat 501b is boat 751. with 2-3 shift pulp 7.50. e and also communicates with boat 50.1. , c is liquid path 6
9 communicates with the manual valve, 150 baud) 151i:, is connected.

Torque comparator tab shown in Figure 3c, Rensha control bar, Lube 600, 60.1a.

a valve body φ, 01 having a valve body 601b and a valve 602 having a slidable rod fitted in the valve body in a sealed manner;
and a spring 6 that biases the valve 602 to the flowers shown.
03. It consists of a pin 604 pivotally attached to the body 601 to prevent the spring from coming out in one direction, and the boat 601a communicates the circulating oil from the torque converter 10 via the oil cooler 1300, and further Each friction part of the transmission 20 is lubricated.

Boat 601b is a discharge boat that communicates with oil tank 51.

The fourth brake trimmer valve 950 shown in FIG. 3B includes boats 951a, 951b, and 951c.

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. It is arranged.

Bo) 951d. A one-way valve 955 is disposed between the chamber 951e and the chamber 951f, which cuts off the flow of oil from the boat 951e to the chamber 951f, and conversely allows the flow of oil from the chamber 951f to the boat 951e.

951a is the L-1 shift valve 650 as described above.
boats 651e, 651g and boat 951d,
951e, and communicates with the servo chamber 47a of the fourth brake 41 through the fluid path 92.

Boat 951b communicates with boat 551c of throttle modulator valve 550 via fluid path 74.

The boat 951c is a discharge boat that communicates with the oil tank 51.

Other trimmer valves 1000, 1050゜110
As for 0.1150, 1200, and 1250, their configuration and shape are exactly the same as the fourth brake trimmer valve 950, so the explanation about the valves will be omitted by referring to the above explanation, and the connection relationship between the boat and the liquid path will be explained below. do.

iaB The third brake trimmer valve 1000 shown in FIG.
50 boats 651d and boats 1101d, 1101
e and communicates with the servo chamber 46a of the third brake 46.

The port ooib communicates with the port 551c of the throttle modulator valve 550 by a fluid path 74.

The boat 1001c is a discharge boat that communicates with the oil tank 51.

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

1 Second brake trimmer valve 1050 shown in FIG. 3B
The boat 1051a is the boat 901c of the reverse inhibitor valve 900 as described above.

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

The bow 1051b communicates with the bow 551c of the throttle modulator valve 550 by a fluid path 74.

Boat 1051c is a discharge boat that communicates with oil tank 51.

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

The first brake trimmer valve 1100 shown in FIG. 3B has a boat 1101a as described above.
0 boats) 801g and boats 1101d, 1101e
, and communicates with the servo chamber 44a of the first brake 44.

Boat 1101b communicates with bow 551c of throttle modulator valve 550 by fluid path 74.

A boat 1101c is a discharge boat that communicates with the oil tank 51.

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

The third clutch third valve 1150 shown in the gBA diagram has a boat 1151a as described above.
0 baud) 701f, regulator valve 100 baud 101f and baud.

1151d, 1151e, and communicates with the servo chamber 43a of the third clutch 43.

The boat 1151.b communicates with the boat 551c of the throttle modulator valve 550 through a fluid path 74.

The boat 1151c communicates with the oil tank 51.

It is a discharge boat.

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

□Second clutch trimmer valve 120 shown in Figure 3A
0 is the boat 1201a as described above.
, 1201e, and the servo chamber 4 of the 2' Graduchi 42
Connects to 2a.

□1201bIJ''-m path 74K communicates with the bow) 551c of the throttle modulator valve 550.

The boat 1201e is a discharge boat that communicates with the oil tank 51.

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

1st clutch trimmer 1 valve 1250 shown in FIG. 3A
The boat 1251a is as described above (2-3 shift series (Boat 751d of Lube 750 and others 1251d,
1251e, and the servo chamber 41a of the first clutch 41
Furthermore, it communicates with the servo chamber 18a of the direct connection club: Dachi 1'8.

The bow) 1251b is connected to the fluid path 74 and communicates with the bow) 551c of the throttle modulator valve 550.

A boat 551c is a discharge boat that communicates with the 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 vehicle [υ engine is driven by
3, the liquid is sucked in and discharged to the discharge liquid path 54.

The pressurized liquid in the discharge liquid path 54 is supplied to the chambers 101i and 101g of the regulator valve 100, applies pressure to the cross-sectional area of the land 102aO, and pushes the valve 1102 upward in the drawing against the tension of the streak ring 103.

- If the valve 102 is displaced upward, the chamber 1011 will be communicated with the discharge boat 101b.
As the liquid pressure in chamber 101g decreases, the pressure in chamber 101g also decreases, so the valve 102 is returned downward to the disconnection block between chamber 1011 and discharge boat 101b by the tension of spring 103. .

In this way, the regulator valve 100 regulates the pressure to a substantially constant pressure corresponding to the tension of the spring 103.

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 1, this line □ is connected to chamber 1.
In order to counteract the hydraulic pressure in 01g and press the valve 102 downward as shown in the figure, the □ line pressure itself becomes a high pressure inside □ pressure.

This high pressure line pressure is Low, 1st. R′ev
: In order to enable the transmission to transmit high torque output from the engine at the drive ratio, several types of frictional engagement devices (clutches, brakes, etc.) are necessary.The boat 101d of the regulator valve 100 is an orifice. 108 is provided, through which the torque converter 1 is connected via liquid passages 5 and 7.
It is connected to 0.

If the size of this orifice 108 is appropriately determined, the oil supply field 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.
The torque converter pressure control valve 600 controls the output pressure to a desired substantially constant value.

The liquid pressure regulated to a substantially constant level by the regulator valve ioo 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, since the land 402a of the valve 402 shuts off 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 40 of the valve 4020
The mechanical boat 401a and the discharge boat 401 are set to a value that balances the area difference between the mechanical boat 401a and the discharge boat 401 and the force directed toward the axis 19 due to the hydraulic pressure.
The governor pressure is generated in the liquid passage 59 by opening and closing C to adjust it as shown in the fourth diagram.
．． 3-4w) 7'800, OD-/7) is supplied to the valve 850, and each of these valves responds to the vehicle speed (%Q<7), controls the valve position, and controls the governor module and offshore. It is also supplied to the input port 451 of the tab valve 450.

Governor modulator valve 450 is supplied with governor pressure to the right end of plug 452, and line pressure is supplied to boat 451e through boat 451d.
51f presses the left end of the land 453b to the right with line pressure to counteract the force exerted by the plug 452', but since the pressure receiving area of the plug 452 is larger than the pressure receiving area □ of the land 453b, Governor modulator pressure' (shown in FIG. 4), which is always higher than the governor pressure proportional to the governor pressure, is generated at the governor modulator ≧ (output capo of the lube 450) 451d, and this governor modulator pressure is applied to the reverse inhibitor valve 900. ,L-1
It is supplied to shift valves 650 and 1-2 shift valves 700, and controls the positions of these valves in response to vehicle speed, as well as governor pressure.

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 water is supplied to the input boat 251a of the throttle valve 250 through the boat 151a of 0 and the liquid path '62.

The tension of the springs 254 and 255 of the throttle valve 250 and the depression of the lZ accelerator pedal (not shown)
When the valve 253 is locked to the pin 256 located on the left side of the figure, the land 252b of the valve 252 is set to be held in the position where the input boat 251a is closed, so when the accelerator pedal is depressed, the valve is closed. 2
53 to the right as planned and the tension of the spring 254 is increased.
51a 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 more than the expected value, the spring -2
The tension of the spring 255 overcomes the tension of the spring 255, causing the valve 252 to move to the right in the figure and enter the capo.
When a is opened, the pressure fluid that entered the valve from the inlet capo B51a is added to the land 2 of the valve 252 through the boat 251b, the liquid path 70, and the boat 251C. Valve 252 with spring 254
The input boat 251 is pushed back to the left in the figure against the tension of the input boat 251.
It works to close the boat 251e and communicate with the boat 251g.

At this time, the boat 251e is in communication with the discharge boat 251f via the liquid path 11 and the bonito 251g.

If boat 251e is connected to boat 251f, liquid path 7
Since the hydraulic pressure in the valve 251 decreases, the valve 252 is again pushed back to the left in the figure by the tension of the spring 254, cutting off communication between the boat 51e and the boat 251f, and allowing communication between the boat 251b and the input boat 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 at full stroke or close to it, the valve 253 is displaced to the right in the figure (bow)25.
1g, the communication to the discharge boat 251f is cut off, and the liquid pressure is guided to the inlet port 301d of the kickdown control valve 300 through the liquid path 77, and the liquid pressure is pushed to the right from the left end of the valve 302 and balanced with the spring 304. However, when line pressure is not introduced to 301a, 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. At this time, the adjustment ability of the throttle valve is disabled and the throttle pressure becomes the adjusted pressure and is supplied to the fluid path 70, and the throttle pressure rapidly increases from the value corresponding to the planned depression amount □. It turns out.

The throttle modulator valves 5 and 50 are supplied from the inlet valve 551a through the fluid path 70a, and this throttle pressure works together with the spring 553 to push the valve 552 to the left in the figure, so that the valve 552 551g and the discharge board) 551d are cut off.

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 the valve 55
In addition to the cross-sectional area of the second land 552a, the valve 552 resists the spring 553 and the throttle pressure in the chamber 551f,
Press and displace the discharge bow) 551d to the right in the figure: open (
It works like this.

For this purpose, the discharge boats 551d are opened alternately, and the chamber 551
951b of each trimmer valve by generating a throttle modulator pressure higher than the throttle pressure by the tension of the spring 553 in g and supplying it to the fluid path 74.

1001b, 1051b, 1101b, 1151b.

The pressures 1201b and 1251b are the aforementioned throttle modulator pressures.

Note that the liquid passage 551b is connected to the chamber 551g.
If a configuration is added to communicate with the liquid path 55 through the valve 55 and supply pressure to the valve 55, the pressure applied to the cross-sectional area of the land 552a of the valve 551b or the rano valve 552 will cause the valve 55 to
2 is the throttle pressure in the spring 553 and the chamber 551f (
In contrast, by alternately controlling the opening and closing of the boats 55, 1b and the discharge boats 551d, it is possible to control the liquid path 74 to the throttle modulator pressure even before each trimmer valve is operated.

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 bow) 951b, the valve 952 is activated by the spring 95 via the bow) 951a.
Since the line pressure is also supplied to valve 951d, the hydraulic pressure in chamber 951f is pushed up against valve 951f.
5 and 3 to gradually increase the biasing force of the spring 954, and when the biasing force of the spring 954 and the fluid pressure of the throttle modulator valve 550 match, pressure regulation starts and the first brake servo chamber 4.7a The pressure of
(Illustrated).

When the pressure in the liquid path 92 is discharged, each valve 9
52 and 953 are returned to their rest positions, and at this time, the chamber 951
The amount of liquid f is discharged through the boat 951d, and the one-way valve 955 is also opened to be discharged from the boat 951e, so that the discharge from the chamber 951f is caused by the engagement pressure in the fourth brake servo chamber 47a. when supplied (i.e. baud) 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, in the trimmer valve, the pressure supplied to the servo chamber gradually increases from an initial pressure proportional to the throttle pressure, allowing smooth engagement and rapid disengagement, resulting in a very favorable effect. be able to.

The L-H change valve 350 can be changed to H by manual operation.
(High speed) When in the range, the liquid path 6 is connected to the land 352b.
An inlet port (351a) communicating with a liquid path 62 branched from 2
is blocked and communicated with the liquid path 76.

The boat 351b communicates with the discharge boat □) 351c to drain water, and when operating in the L (low speed) range, the input boat 351a and the liquid path 351b are connected and the liquid path 76 moves the boat to the OD shift position. 850 boats 8
51h, pressurizes the land 852d of the valve 852 and acts to push the valve 852 upward.
The OD shift valve will not be completed.

Also, pressurize the right end of the land 303a of the valve 303, which enters from the bow 301a of the kickdown control valve 300 through the oil passage 76a, and 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 the selection lever (not shown) in the driver's seat is moved to the neutral position, that is, the manual valve 150 is moved to the N position, the input capo-N of the manual valve 150 is moved from the line pressure fluid path 55.
The line pressure supplied to 51a is the land 1 of valve 152.
52a and 152bK are blocked, no fluid pressure is applied to any servo chambers of other valves and 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 traveling q.

L range When the selection lever is moved to set the manual valve 150 to the L position, the line pressure from the line pressure liquid path 55 is transferred to the liquid path 6 through between the lands 152a and 152b of the valve 152.
1, 62, and 63.

The line pressure led into the liquid path 61 is supplied to the boat 801f of the 3-4 shift valve 800, and
A pressurized liquid (hereinafter referred to as downshift pressure), which is regulated to a substantially constant pressure lower than the line pressure by the downshift control valve 200, which is supplied with line pressure to the boat 251a, is manually transferred via the liquid path 64. valve 15
0 from the board 51d, and the liquid passages 65, 66° 67 through between the lands 152b and 1520 of the valve 152.
, . . , 68.

From the liquid path 65 is the bow of the 3-4 shift valve 800) 80
The downshift pressure entered 1b is applied to the area difference between large diameter land 802a and small diameter land 802b of valve 8020, displacing and fixing valve 80.2 to the upper or downshift position in the figure.

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

The boat 801g is connected to the boat 651h of the L-1 shift valve 650 via the liquid passage 91, but the liquid passage 68
Since the downshift 1 pressure supplied to the valve 652 is added to the area difference between the large diameter land 652a and the small diameter land 652b and fixes the valve 652 at its low speed position,
The liquid is supplied to the fourth brake trimmer valve 950 via the valve 652 between the land 652c and lands 6 and 52d, the bow 651e, and the liquid path 92.

The line pressure completely supplied to the fourth brake trimmer valve 95.0 is adjusted as described above. The fourth brake 47 is engaged with the servo chamber 47a of the brake 47.

Also, the line pressure from the liquid passage 61 enters the boat 501a of the change valve 500, moves the valve 502 to the right in the figure, communicates with the boat 501b, and then passes through the liquid passage 98 to the boat 501a.
The boat 751e of -3 shift pulse 1b 750 is reached.

Liquid line 6.6 to 2-3 shift valve 750Ω boat 75
・11:bl/I:i The downshift pressure is ≦, large diameter lined 7.52a of Lube 752 and small diameter land 7□5
・In addition to the area difference between Pressure between valve 7520 land 752d and Lango 52
It functions to supply the boat 7511 Niline pressure via the line between the boat 7511 and e.

The boat 751f is connected to the boat 701e of the 1-2 shift valve 700 via the liquid passage 94, but the
The downshift pressure supplied to the valve 7020 adds to the area difference between the large-diameter land 702a and the small-diameter land 702b, and displaces the valve 702 to the upper downshift position in the figure. The water is supplied to the third clutch trimmer valve 1150 via the boat 701f and the liquid path 95.

The line pressure supplied to this third clutch trimmer valve 1150 is supplied to the fourth brake trimmer valve 950 described above.
It is adjusted in the same way as in the case of 3 and is supplied to the servo chamber 43a of the third clutch 43, which engages the third clutch and cooperates with the engagement of the fourth brake to set the transmission 20 to Lo, which is the lowest forward speed.
w Complete the Nunzi.

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.
The line pressure is also supplied to the pressure intensifying chamber 1011 of 0, and is gradually increased to the high pressure line pressure, 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 liquid pressure supplied to the liquid passages 65, 66, 67, and 68 is regulated by the town shift control valve 200 to a substantially constant pressure that is moderately lower than the line pressure.1. and each shift valve 650.700,750.・Since the area difference of each land that receives the above-mentioned regulated hydraulic pressure of the 800 valve is determined appropriately, even if the selection lever is forcibly shifted to the L position while driving at high speed, the governor pressure will not shift down. Since the pressure is applied against the pressure, the gearbox will not shift down to the low speed position until the governor pressure drops below the predetermined value, and will automatically shift down to the gear corresponding to the vehicle speed.

This is to prevent the engine from overspeeding during engine braking.

On the other hand, if the 7-degree manual valve 150 is shifted to the L position and the vehicle is in a low gear, even if the vehicle speed increases, the vehicle speed will not be high enough to shift up within the engine drive range, and the gear will not shift up (No. 9 (see figure).

■If you move the manual valve 150 to the ■ position using the range selection lever, the line pressure relationship will be exactly the same as the L range (and bow).
The downshift pressure supplied from 151d is transferred to liquid paths 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 as described above (
It is located on the low speed side and supplies the line pressure in the liquid path 61 to the boat 651h of the L-1 shift valve 650.

At this time, since 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, the bow) 651h is moved to the land 6 of the valve 652.
52b and the land 652c to communicate with the boat 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 range (■), when the selection lever is forcibly shifted to the 1st position while driving at high speed, the gear will only be downshifted to the gear that matches the vehicle speed at that time, depending on the magnitude of the governor pressure at that time.

However, once the vehicle speed decreases and the gear is downshifted to 1st position, even if the vehicle speed is increased, the vehicle speed required for upshifting will not be achieved within the range of engine drive, and the gear will remain at the 1st position (see Figure 8).

If the manual valve 150 is shifted to the 2nd position by moving the 2-range selection lever, the only difference from the 1st range is that the downshift pressure in the liquid path 67 is reduced.

Therefore, the land 702a of the 1-2' shift valve 700
Since no downshift is applied to the difference in area between land 702b and land 702b, 1-2 shift valve 700 acts as a normal shift valve, and the magnitude of governor modulator pressure applied to land 702a of valve 702 and throttle pressure applied to land 702e are adjusted. By comparing 1st and 2n
d automatically.

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 even if the vehicle speed becomes low, it will not shift down to Low (Fig. 7).
reference.

Furthermore, when the pressure reaches 2nd, no hydraulic pressure is supplied to the pressure increase chamber 1011 of the regulator valve 100, so 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 45 is applied by the third brake trimmer valve 10θ0 at a lower pressure than when the high pressure line is on the line.

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

If you shift the manual valve 150 to position 3 by moving the 3 range selection lever, the difference from the 2 positions described above is that the land 752a and land 752b of the valve 752 of the 223 shift valve 750 are inside the fluid path 66, that is, the lands 752a and 752b of the valve 752 of the 223 shift valve 750 The downshift pressure applied to the area difference between the two is simply eliminated.

Therefore, both the 2-3 silato valve 750 and the 1-2 shift valve 700 automatically select the high speed side and the 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 '2 range, there is no downshift to the Low range, and the line pressure is low line pressure in the 2nd and 3rd positions, and the line pressure is high line pressure in the 1st position (see Figure 6).

If you shift the manual valve 150 to the 9th position by moving the D range selection lever, the difference from the 3rd range is that the liquid path 6'5 is internal, and between the lands 802a and 802b of the valve 802 of the 3-4 shift valve 800. There is no downshift pressure applied to the area difference.

Therefore, excluding the L-1 shift valve 650, the other shift valves, namely 1-2 shift valve 700, 2-3 shift valve 750, 3-4 shift valve 800. By comparing the magnitude of each governor pressure or governor modulator pressure and throttle pressure of the OD shift valve 850, the high speed side and low speed side are automatically selected, and the 1st, 22nd, and 3rd =
4th; Automatic gear shifting will be performed between ODO.

When the L-H change 350 is switched to the H (high speed) position, the liquid path 62 is connected from the manual valve 150,
62a, the line pressure led to the bow) 351a of the L-H change valve 350 is blocked by the land 3/'52b of the valve 352, and does not communicate with the bow) 351b, so the OD shift valve 850 851
'h is not supplied with line pressure and OD shift valve 85
0 displaces the valve 852 upward and the working pressure acting on the low speed side decreases, so that the O
Due to the increase in the governor pressure supplied to the boat 851aK of the D shift valve 850, the valve 852 can be shifted downward in the figure, that is, to the high speed side, and the OD shift speed (OD shift diagram in this case is 0D-H in FIG. 5). It becomes possible to shift up to (shown in the diagram).

Furthermore, when the L-H change valve 350 is switched to the L (low speed) position, the boats 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 OD shift valve 850 (bow) 851h through the passage 76, increasing the force acting on the valve 852 upward as shown in the figure, and causing no action on the OD shift valve 850 to the low speed side.In this case, the OD Shift diagram) 0D- in Figure 5
This OD-L diagram shows that by supplying line pressure to 851h of the OD shift valve 850,
Compared to the 0D-H diagram mentioned above, the vehicle speed shifts to the high side, and even if the vehicle speed decreases and the vehicle is downshifted to 4th gear or lower, even if the vehicle speed increases, it will shift to the OD gear within the engine drive range. The vehicle speed (OD-L diagram) necessary for upshifting is not achieved, and the vehicle remains in the 4th position, and the OD gear stage is not completed.

In the case of this D range, as in the 3rd range, there is no downshift to the Lov range, but 2nt, 3rd, and 4th.

At OD, the line pressure is a low line pressure, and at lsu, the line pressure is a high line pressure (see Figure 5).

It is desirable to change the line pressure so that it is all different in each shift range, but in order to change the line pressure in each range in this way, it is necessary not only to change the pressure increase chamber 101f of the regulator valve 100 but also to have an appropriate area difference. It is a good idea to provide as many pressure intensifier chambers as the number of gears, and to supply line pressure from the supply liquid path to each pressure intensifier chamber and the frictional engagement device to complete each series of ranges. This is a collage.

1. Move the R range selection lever and shift the manual pal 7'110 to the R position. The rain pressure fluid path 55 is connected to the boat 151
a, land 152b of valve 152;

152a and 151i, it communicates only with the liquid path 69.

The liquid path 69 is connected to the boat 901b of the reverse inhibitor valve 900 and the boat 701 of the 1-2 shift valve 700.
In addition, line pressure is supplied to the boat 751e of the 2-3 shift valve 750 via the iML and the liquid path 98 from the boat 501c of the change valve 500 to the boat 501b.

Spring 903 of reverse inhibitor valve 900
is relatively weakly tensioned, so even if the vehicle speed is shifted to the R position while traveling in forward motion, if the vehicle speed is higher than the planned value, for example 2σkrr%h, the governor modulator pressure supplied from the boat 901a will change to the tension of the spring 903. The overcoming valve 902 is pressed downward in the figure and cuts off the line pressure from the boat 901b at the land 902a, so it does not move backward or drive but maintains a neutral state.

However, when the vehicle speed is below the above-mentioned predetermined value, the valve 902 is displaced upward in the diagram by the force of the spring 903, and the valve 901b is connected to the valve 901c via the land 902a and the land 902b of the valve 902. Because of this, line pressure is supplied to the fluid path 80 .

The line pressure in the liquid path 80 is controlled by the reverse inhibitor valve 9.
00 boat 901e presses the valve 902 upward in the diagram, and the vehicle speed is set to the above scheduled speed, for example, 20
It works to prevent the reverse inhibitor valve from shifting to the neutral side even if the speed exceeds km/h.

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. The second brake 45 is gradually engaged by the action of the second brake upper rimmer valve 1050.

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 boat 751e is distributed between lands 752d and 752e of valve 752, boat 751f, liquid path 94, boat 701f, Between the lands 702d and 702e of the clutch valve 702, the fluid passage 95, the third clutch trimmer six valves 1150, and the third clutch trimmer six valves 1150,
a, and the third clutch 45 is gradually engaged by the action of the third clutch trimmer valve 1150.

As a result of the force ζ, the third clutch 45 and the second 7'' rake 45 are engaged in the R position, and one reverse 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 101fK 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.

As explained above, according to the present invention, the shift range is switched in opposition to the governor pressure proportional to the vehicle speed (out of the throttle pressure depending on the throttle opening degree, the throttle pressure is set to a predetermined setting value during kickdown). The set value of the kickdown control valve to be controlled can be changed according to the action of hydraulic pressure by the switching operation trap of the L-H change valve operated by the driver, and when sudden acceleration is required, the L-H change valve is changed. The hydraulic pressure generated by switching the change valve from H to L is applied to the set pressure increasing side of the kickdown control valve to increase the throttle pressure during kickdown, raising the shift point during kickdown (and accelerating This improves performance, and during general driving, the hydraulic pressure is cut off by switching the L-H change valve from L to H, lowering the throttle pressure during kickdown and lowering the shift point during kickdown. As a result, fuel consumption and engine noise can be reduced, and a comfortable driving feeling can be obtained depending on the driving purpose intended by the driver.

Further, the present invention provides the hydraulic pressure caused by the switching operation of the L-H change valve from H to L to the OD shift valve that can complete the OD gear in which the reduction ratio is 1 or less, without operating, By acting to maintain the low speed side without causing a shift change, it is possible to simultaneously prevent a shift and raise the shift point by kickdown with a simple configuration without requiring changes to the valve body. It has excellent effects.

[Brief explanation of the drawing]

Fig. 1 is a schematic central vertical cross-sectional view showing an example of a transmission used in the present invention, and Fig. 2 is a diagram showing the relationship between the engagement of each frictional engagement device and each gear in the transmission used in the present invention. 3A and 3B are explanatory diagrams showing the arrangement relationships of the following Figures 3A to 3H. 3C, 3D, 3F, 3F', 3G, and 3H are partial detailed diagrams of the transmission hydraulic pressure control circuit diagram of 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 a characteristic diagram of the engagement pressure of the trimmer valve. 400・・・Governor valve, 450・・・・・・
Governor modulator valve, 250... Curved throttle valve, 550... Throttle modulator valve, 650.700, 750, 800.850...
...Shift valve, 18, 41.42, 43, 44°4
5.46,47...Friction engagement device, 300...
...Kicktown control valve, 350...
...L-H change valve, 850...OD
shift valve.

Claims (1)

[Claims] 1. The shift valve does not operate due to the governor pressure depending on the vehicle speed and the throttle pressure depending on the throttle opening! ,
In an automatic transmission for a car that automatically shifts gears by using the engagement action of a frictional engagement device, the throttle valve has an extremely large fluid path and the L-H change valve (the communicating φ fluid path). and a valve that receives hydraulic pressure from both the liquids and the valve, respectively, and controls the valve position in response to the stock pressure generated by the switching operation of the L-H check valve from H to L. death,
A hydraulic pressure control circuit for an automatic transmission for an automobile, which has a pressure control circuit and a roll valve, which are capable of changing the set values of the pressures at the kick and throttle pressures of the throttle pressure. 2. According to the vehicle speed, the shift valve does not operate in relation to the banner pressure and the throttle pressure according to the throttle opening, and the friction engagement device 9. Since the engaging action is present in the automatic transmission, there is a fluid path that flows to the throttle valve and a fluid path that communicates with the L and H channel valves. It has valves each receiving the same hydraulic pressure, and receives the 7Ci pressure generated by the switching operation of the L-H change valve to H or L, and controls the advance valve unit. ,,shi, the winter throttle pressure key: 2 (down), 1 kick down, which makes it possible to change the set value of the pressure, and by the switching operation the low speed of the OD shift valve A fluid path that communicates with the OD shift valve, the L-H change valve, and the kickdown control valve is connected to the fluid path that acts on the side and prevents shift conversion to the OD gear stage. Hydraulic pressure control circuit for automatic transmission for automobiles.