JPS6153575B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to improvements in automatic transmissions for vehicles.

Conventionally, automatic transmissions installed in vehicles, especially automobiles, have been equipped with a torque converter, a planetary gear type transmission mechanism configured to obtain different gears by selectively operating a plurality of friction elements, and It consists of a hydraulic control device for supplying and discharging hydraulic pressure, etc., and the hydraulic control device has an N range that is manually operated to bring the transmission mechanism into a neutral state, and a D range that allows the transmission mechanism to achieve a forward gear. A manual valve is provided having at least two positions.

In a conventional automatic transmission for a vehicle having the above configuration, if the manual valve is moved to the D range while the vehicle is stopped, or if the vehicle is stopped while the vehicle is in the D range, Because the above-mentioned transmission mechanism has achieved a forward gear position, a so-called creep occurs in which the vehicle moves forward at a low speed due to the characteristics of the torque converter, etc., and unless the vehicle's brake system is activated, it will not come to a true stop. There was a problem that the status was not set.

In general, automatic transmissions for vehicles such as those mentioned above:
When the manual valve is set to the D range, it is equipped with one forward friction element that is always engaged, and a forward gear stage is achieved by further engaging one of the other plurality of friction elements. In order to eliminate the above-mentioned problems, the forward friction element and two of the other friction elements are simultaneously engaged when the vehicle is stopped. The present invention may be configured to prevent the rotation (power transmission) of the entire transmission by simultaneously achieving two different gear stages within the transmission.

However, when the above configuration is used to prevent vehicle creep, when the manual valve is moved from the N range to the D range or from the D range to the N range while the vehicle is stopped, If the forward friction element is engaged before the other two friction elements or released last, there will be no instantaneous change unless the other two friction elements are engaged and disengaged at exactly the same time. Since the forward gear position is achieved, the vehicle is instantaneously driven forward, causing a so-called gear shift shock, which causes discomfort to the occupants.

The present invention has been proposed in view of the above, and includes:
An input shaft connected to the output side of the turbo fluid transmission device, an output shaft driven by the input shaft, and a forward friction element provided between the two shafts and engaged when a forward gear is achieved. a gear transmission that achieves a plurality of gears by automatically or manually hydraulically selectively operating a plurality of friction elements, including a gear transmission, which fixes the input shaft when engaged alone or in conjunction with the forward friction element; another friction element configured to cause the gear transmission to achieve a neutral state in which transmission of power from the input shaft to the output shaft is cut off; a manual valve device having a second position for achieving a gear shift, and when the manual valve device is held in the second position and the traveling speed of the vehicle and the amount of depression of the accelerator pedal are below a predetermined value, the other friction is caused. A hydraulic control device configured to supply hydraulic pressure to the element to engage other friction elements, and a hydraulic control device that is interposed in a hydraulic circuit that supplies hydraulic pressure to the forward friction element to control the traveling speed of the vehicle and an accelerator pedal. When the manual valve device is operated from the first position to the second position in a state where the amount of depression is less than a predetermined value, the supply of hydraulic pressure to the forward friction element is delayed from the supply of hydraulic pressure to the other friction elements. A first invention comprising an automatic transmission for a vehicle, characterized in that it is equipped with a supply delay means, an input shaft connected to the output side of a turbo fluid transmission device, an output shaft driven by the input shaft, A plurality of gears can be operated by automatically or manually hydraulically selectively operating a plurality of friction elements including a forward friction element that is provided between the two shafts and is engaged when a forward gear is achieved. a gear transmission to achieve this, another friction element configured to fix said input shaft when engaged alone or in conjunction with said forward friction element; A manual valve device having a first position for achieving a neutral state in which transmission of power is cut off and a second position for achieving a forward gear among the plurality of gears, the manual valve device having the second position for achieving a forward gear from among the plurality of gears. A hydraulic control device configured to supply hydraulic pressure to the other friction element to engage the other friction element, which is held in position and at which the traveling speed of the vehicle and the amount of depression of the accelerator pedal are below a predetermined value. , the manual valve device is interposed in a hydraulic circuit that supplies hydraulic pressure to the other friction element, and the manual valve device is a second one.
When the manual valve device is operated to the first position from a state in which the other friction element is engaged, the hydraulic pressure from the other friction element is discharged from the hydraulic pressure from the forward movement friction element. A second invention comprising an automatic transmission for a vehicle, characterized in that it is equipped with a discharge delaying means for delaying discharge, an input shaft connected to the output side of a turbo fluid transmission device, and driven by the input shaft. A plurality of friction elements, including an output shaft and a forward friction element provided between the two shafts and engaged when a forward gear stage is achieved, are selectively actuated automatically or manually by hydraulic pressure. a gear transmission for achieving a gear; another friction element configured to fix the input shaft when engaged alone or in conjunction with the forward friction element; A manual valve device having a first position for achieving a neutral state in which transmission of power is cut off and a second position for achieving a forward gear among the plurality of gears, the manual valve device as described above Hydraulic pressure configured to supply hydraulic pressure to the other friction element to engage the other friction element when the vehicle is held in the second position and the traveling speed of the vehicle and the amount of depression of the accelerator pedal become below a predetermined value. A control device, which is interposed in a hydraulic circuit that supplies hydraulic pressure to the forward friction element, moves the manual valve device from a first position to a second position when the traveling speed of the vehicle and the amount of depression of the accelerator pedal are below predetermined values. supply delay means for delaying the supply of hydraulic pressure to the forward friction element relative to the supply of hydraulic pressure to the other friction elements when activated, the supply delay means being interposed in a hydraulic circuit for supplying hydraulic pressure to the other friction elements; When the manual valve device is operated to the first position from a state in which the manual valve device is in the second position and the other friction element is engaged, the hydraulic pressure is discharged from the other friction element in the forward direction. A third aspect of the present invention is an automatic transmission for a vehicle, characterized in that it is equipped with a discharge delaying means for delaying discharge of hydraulic pressure from a friction element.

According to the above configuration, when the vehicle is stopped,
When the manual valve device is displaced from the first position (N range) to the second position (D range), the supply of hydraulic pressure to the forward friction element is delayed by the action of the supply delay means, and the hydraulic pressure of the forward friction element is delayed. Since the engagement is delayed from the engagement of other friction elements, the forward gear is not achieved, and creep of the vehicle can be prevented, so-called shift shock does not occur, and the manual valve device is When it is displaced from the position (D range) to the first position (N range), the discharge of hydraulic pressure from other friction elements is delayed by the action of the discharge delay means, and the release of the other friction elements is delayed until the release of the forward friction element. Since the shift is delayed from the release, similarly, the forward gear is not achieved even instantaneously, and it is possible to prevent the occurrence of shift shock.

Hereinafter, one embodiment of the present invention will be described in detail with reference to FIGS. 1 to 3.

In FIG. 1, a crankshaft 10 driven by an engine (not shown) is connected to a pump 16 of a torque converter 14 via a casing 12, and a stator 1 of the torque converter 14.
8 is connected to a transmission casing 22 via a one-way clutch 20. Further, the turbine 24 of the torque converter 14 is connected to a clutch 28 and a clutch 30 via an input shaft 26, and the output side of the clutch 28 is connected to an intermediate shaft 32.
The rear sun gear 36 of the first gear transmission 34 constituted by the Ravigneaux planetary gear
The output side of the clutch 30 is connected to a front sun gear 40 of the first gear transmission 34 via a sleeve shaft 38 fitted onto the intermediate shaft 32, and is also connected to a brake 42. The first gear transmission 34 includes the rear sun gear 36, the front sun gear 40, a long pinion gear 46 and a short pinion gear 48, and a ring gear 50, which are rotatably supported on a rotatably arranged planetary carrier 44. , the long pinion gear 46 meshes with the front sun gear 40, short pinion gear 48, and ring gear 50, and the rear sun gear 32
is meshed with the short pinion gear 48, and a ring gear 50 is connected to the output member 52. The planetary carrier 44 is also connected to the transmission casing 22 via a one-way clutch 54 and to a brake 56.

The output member 52 has a chain sprocket 5.
8 is attached, and a chain 66 is wound between it and a chain sprocket 64 attached to the input member 62 of the second gear transmission 60.

The second gear transmission 60 has a ring gear 6
8. Rotatably arranged planetary carrier 7
a pinion gear 72 rotatably supported on the
It is constituted by a simple planetary gear device having a sun gear 74, and its rotation center axis is the first gear.
The input member 62 is connected to a ring gear 68, an output shaft 76 is connected to a planetary carrier 70, and a sun gear 74 is connected to the output shaft 7.
6 is disposed on a sleeve shaft 78 that is fitted onto the outside of the sleeve shaft 78 . The sun gear 74 (sleeve shaft 78) is connected to the transmission casing 22 via a one-way clutch 80 and also to a brake 82, and a clutch 84 is disposed between the sun gear 74 and the planetary carrier 70. . Furthermore, a final reduction gear 9 is provided on the output shaft 76 for driving a drive axle 86, which is disposed substantially parallel to the coaxial shaft 76, via a differential gear 88.
A gear 92 that meshes with 0 is attached.

In addition, each one-way clutch 54, 80 mentioned above
Although it is possible to transmit the driving force that drives the output shaft 76 forward by the input shaft 26, the output shaft 7
6 to the input shaft 26 (when the vehicle is decelerating), and in the case of backward drive where the reaction force is in the opposite direction, the drive force is configured to be impossible to transmit. .

Each of the above clutches and brakes is equipped with an engaging piston device or servo device, etc.
Engagement and disengagement are performed by supplying and discharging hydraulic pressure by a hydraulic control circuit to be described later. The first gear transmission 34 is configured to achieve three forward gears and one reverse gear by a combination of the operations of each clutch and brake, and the second gear transmission 60 is configured to achieve three forward gears and one reverse gear by a combination of the operations of each clutch and brake. By engaging 82 and fixing the sun gear 74, the first gear (deceleration) and the clutch 84 are set.
By engaging the sun gear 74 and the planetary carrier 70, the second gear (directly connected) is achieved. Further, the hydraulic control circuit operates the clutch 84 of the second gear transmission 60 only when the first gear transmission 34 is in a high speed gear (directly connected), resulting in a total of four forward gears and one reverse gear. and a manual valve for limiting the number of gears that can be achieved.

The table in Figure 2 shows the relationship between the operation of each clutch and brake and the gear status at each position (each range) of the manual valve. and one-way clutch locking,
A "-" symbol indicates their released or unlocked state.

Next, a hydraulic control circuit for achieving the gears shown in FIG. 2 in the gear type transmission shown in FIG. 1 will be explained in detail with reference to FIG. 3, in which FIGS. 3A to 3E are connected and arranged. do. Note that this figure shows the state of the N range, and also shows the state of the brake 4.
2, a servo device 42a for operating the brake 42 is shown.

The above hydraulic control circuit includes a line pressure relief valve 1
00, pressure regulating valve 102, torque converter control valve 1
04, manual valve 106, throttle valve 108, throttle pressure control valve 110, cabana valve 112, governor control valve 114, range control valve 116, 1
-2 shift valve 118, 2-3 shift valve 120, 3
-4 shift valve 122, stop detection valve 124, solenoid valve 126, transmission lock valve 12
8, bypass valve 130, pressure reducing valve 132, downshift valve 134, engine brake discrimination valve 136,
Accumulator 138, 140, switching valve 142,
In addition to 144 and 146, it is equipped with many check valves, orifices, etc.

The oil sucked from the oil pan 150 by the oil pump 152 is passed through the oil filter 154.
Oil line 15 after small debris has been removed by
6 into the oil pump 152, and after being pressurized, the oil passes through an oil passage 158 and is led to the pressure regulating valve 102 and the manual valve 106. Line pressure relief valve 1
00 indicates that when the pressure regulating valve 102 etc. has become stuck due to some reason and the pressure regulating function has deteriorated,
A spring 160 and a ball valve 1 biased by the spring 160 are provided to prevent the oil pressure in the oil passage 158 from rising abnormally.
62.

The pressure regulating valve 102 includes two spool valves 168 and 170 that slide in a cylindrical hole 166 bored in a valve body 164;
The cylindrical hole 166 has an oil passage 158,
174, 176, 178, 180, 182, 18
4,186,188 are open. The spool valve 168 is formed with three lands 190, 192, 194 having the same pressure receiving area, a land 196 having a smaller pressure receiving area, and a land 198 having an even smaller pressure receiving area.
0 has a land 200 with a large pressure receiving area in the center,
In addition, lands 202 with a small pressure receiving area on both sides,
204 is formed, and the oil pressure supplied between the lands 196 and 198 via the oil passage 176, the oil passage 1
Hydraulic pressure is supplied to the right end of spool valve 168 via 78 and spool valve 17 via oil passage 180.
The hydraulic pressure supplied to the right end of 0 acts to press both the spool valves 168 and 170 to the left in the figure, and the oil pressure is applied to the lands 200 and 2 through the oil passage 184.
The hydraulic pressure supplied during 02 acts to press the spool valve 170 to the right in the figure. Therefore, both the spool valves 168, 170 are connected to the spring 172.
The pressure regulating valve 102 directs the pressure oil in the oil passage 158 to the oil passage 188 and then to the oil passage 174 depending on the position of the spool valve 168. The oil pressure in the oil passage 158 is adjusted by letting it flow out. Note that when the oil pressure supplied from the oil passage 184 exceeds a predetermined value, the spool valve 170 is displaced to the right by the oil pressure regardless of the pressing force of the oil pressure from the oil passage 180. The oil pressure is a constant value that is adjusted by the rightward pressing force of the spring 172 and the leftward pressing force of the oil pressure from the oil passage 178 acting on the land 198.
Also, orifices are installed in the oil passages 176, 178, 180 to prevent vibrations of the spool valves 168, 170, respectively. Pressure regulating valve 10
The pressure oil flowing out from 2 to the oil passage 188 is supplied to the torque converter 14 via the torque converter control valve 104 and the oil passage 206, and the oil pressure supplied to the torque converter 14 is adjusted by the torque converter control valve 104. be done. This torque converter control valve 104 includes a spool valve 21 that slides within a cylindrical hole 208 bored in a valve body 164.
0 and a spring 212 that presses the spool valve 210 to the right in the figure, and oil passages 188, 206 and 214, 216 are opened in the cylindrical hole 208. The spool valve 210 has an orifice 218 for applying the hydraulic pressure supplied from the oil passage 188 to the right end surface of the spool valve 210.
The land 220 and the oil passage 214
A land 222 for opening and closing is formed, and the spool valve 210 stops at a position where the hydraulic pressure acting on the right end surface of the land 220 and the pressing force of the spring 212 are balanced, and the hydraulic pressure in the oil passages 188 and 206 is reduced.
If it exceeds 2.5Kg/ ^cm2 , it will move to the left and open the oil passage 214.
is opened, the pressure oil in the oil passage 188 flows out, and the oil pressure in the oil passages 188 and 206 is maintained at 2.5 kg/cm ² . The oil passage 214 and the oil passage 174 communicate with an oil passage 156 on the suction side of the oil pump 152, and the oil discharged from the torque converter 14 is connected to an oil cooler 224.
The lubricant is guided to the required lubrication points of the device via the

The hydraulic pressure in the oil passage 158 regulated by the pressure regulating valve 102 (hereinafter referred to as line pressure Pl) is configured to be guided to various locations in the hydraulic control circuit via the manual valve 106. P, R, N, D ₄ , which slides in a cylindrical hole 226 drilled in the valve body 164 that is manually operated by a shift lever provided in the vehicle interior (not shown).
It is equipped with a spool valve 228 that can take seven positions (ranges): D ₃ , 2, and L. The cylindrical hole 226 has oil passages 158, 230, 232, 234, 23.
6,238 Oil passage 24 with which the oil passage 178 is communicated
0, the oil passage 242 communicating with the oil passage 176, the oil drain ports 244, 246, and the opening port 248 are opened;
The spool valve 228 is formed with a land 254 having a smaller diameter than the lands 250, 252 and the cylindrical hole 226, so that the oil passage 158 and each other oil passage are connected or disconnected according to the displacement of the spool valve 228. It is composed of In addition, the spool valve 22
8, the oil passage on the right side of the land 252 is communicated with the opening 248 through the gap between the land 254 and the cylindrical hole 226. In addition, the P range at the 7th position above is for parking,
R range is reverse, N range is neutral, 2 range is automatic shift drive for 1st and 2nd gears,
In the L range, when the vehicle speed is selected to be above a predetermined value, the gear is shifted to 2nd gear, and when the vehicle speed is below a predetermined value, it is shifted to 1st gear and is fixed at 1st gear without being shifted to 2nd gear again. In addition, the D ₃ range indicates the position where automatic shift drive from 1st speed to 3rd speed is achieved, and the D ₄ range indicates the position where automatic shift drive from 1st speed to 4th speed is achieved.

The oil passage 230 has orifices 25 arranged in parallel.
6 and the check valve 258, the oil passage 232 communicates with the range control valve 116, and the oil passage 234 communicates with the switching valve 1.
2 through an oil passage 260.
-3 shift valve 120, and the oil passage 236
-4 shift valve 122, and the oil passage 238 is connected to the orifice 262 and check valve 2 which are arranged in parallel.
64 to the clutch 28, and the governor control valve 11 via oil passages 266, 268.
4 and 1-2 shift valves 118, and the oil passage 240 is connected to the throttle valve 108, and to the accumulator 138 via an oil passage 270.
The oil passages 178 and 180 communicate with the pressure regulating valve 102, and the oil passage 242 communicates with the switching valve 146 as well as with the pressure regulating valve 102 via the oil passage 176. Note that the switching valve 146 is connected to the oil passage 272.
The transmission lock valve 128 is connected to the transmission lock valve 128 via the transmission lock valve 128. In addition, the check valve 258 is 1
-2 Interposed in the oil passage 230 so as to allow only the flow of oil from the shift valve 118 to the manual valve 106,
Check valve 264 connects clutch 28 to manual valve 10.
The oil passage 238 is configured to allow oil flow only to the oil passage 238.
is interposed in.

The throttle valve 108 includes two spool valves 276, 278 that are slidably fitted in series in a cylindrical hole 274 bored in the valve body 164, and a spring that presses both spool valves 276, 278 away from each other. 280, both spool valve 2
Spring 2 that presses 76, 278 to the right in the figure
The cylindrical hole 274 has a piston 284 formed integrally with the spool valve 278 and having a larger hole than the cylindrical hole 274 on the right side in the figure.
A cylinder 286 is formed into which the oil passage 240 and other oil passages 288 and 29 are slidably fitted.
0,292,294 and oil drain path 296,29
8,300 is opened, and the cylinder 286
An oil passage 302 is opened at its left end.
The spool valve 276 is for generating oil pressure related to the engine throttle valve opening (accelerator pedal depression amount), that is, oil pressure related to the engine load condition (hereinafter referred to as throttle pressure Pt), Movement to the left or right in the figure is configured to be restricted within a certain range by a stopper 304, and the spool valve 278 is for detecting kickdown. This spool valve 27
A roller 306 is provided at the right end of 8, and a cam (not shown) is in contact with the roller 306. This cam is linked to the operation of the accelerator pedal and moves the spool valve 278 to the left in proportion to the throttle valve opening, so a pressing force proportional to the throttle valve opening is applied to the spool valve 276 by the spring 280. given in the left direction.

The spool valve 278 is connected to the piston 286
is formed integrally with the valve stem 308, and a land 310 is formed separately from the valve stem 308.
312 and 314, and the land 310 is the valve stem 3.
A land 312 having the same diameter as the land 310 and a land 314 having a larger diameter than the cylindrical hole 274 are integrally formed and are slidably fitted onto the valve shaft 308. A stopper plate 316 is provided on the right end surface to limit movement of the lands 312, 314 to the right in the figure. Further, movement of the lands 312 and 314 to the left in the figure is restricted by the land 314. The land 310 is normally connected to the oil passage 288 and the oil passage 290.
When the accelerator pedal is depressed to the down position, the spool valve 276 is pushed to the left and moved to the left side of the oil passage 290. The lands 312 and 314 are configured to communicate with both oil passages 288 and 290, and the oil chamber 318 partitioned by the piston 286 and the oil passage 3
02 and the oil passage 288 at all times.

The oil passage 302 communicating with the oil chamber 318 communicates with the throttle pressure control valve 110 and also connects an orifice 320 and check valve 3 arranged in parallel.
22 into the oil stored in the oil pan 150 (normally, the entire valve body 164, in which the hydraulic control circuit including various control valves and oil passages in an automatic transmission is installed, is connected to the oil pan 15
It is submerged in 0 oil. ), piston 286
(i.e., the accelerator pedal).
The oil in the oil chamber 18 is discharged, and the oil is sucked into the oil chamber 318. The above check valve 322 is connected to the oil pan 15.
0 into the oil chamber 318, so when oil is sucked into the oil chamber 318, the oil is sucked in mainly through the check valve 322 without resistance. When the oil is discharged from the oil chamber 318, the oil is discharged only through the orifice 320. Therefore, when the piston 286 moves to the left in the diagram to discharge oil, that is, when the accelerator pedal is depressed, if the piston 286 is moved at a speed higher than a predetermined speed (the amount of oil flowing out from the oil chamber 318 per unit time). (exceeds the flow rate of the orifice 320), hydraulic pressure is generated in the oil passage 302 in accordance with its moving speed (accelerator pedal depression speed).

Further, the spool valve 276 is formed with two lands 324 and 326 having the same pressure receiving area, and when hydraulic pressure is supplied from the oil passage 294 to the left side of the land 324, the spool valve 276 is pushed to the right in the figure. be done. Therefore, the spool valve 276 stops at a position where the leftward pressing force of the spring 280 in the figure and the rightward pressing force obtained by adding the biasing force of the spring 282 to the oil pressure are balanced. Above spring 2
The biasing force of the spring 280 is set smaller than that of the spring 280, but when the throttle valve opening is zero, the spool valve 278 is moved to the right end and the spring 280 has a free length. is moved to the right by the biasing force of the spring 282, and the land 324 closes the oil passage 240, and the oil passage 292 is communicated with the oil drain passage 296, thereby draining the oil passage 292 and the oil communicated with the oil passage 292. The oil pressure of roads 294 and 288 is 0 Kg/cm ² .
When the throttle valve is opened by depressing the accelerator pedal from this state, the spool valve 278 is moved to the left, so the spring 278
The spool valve 276 is moved to the left by the biasing force of 0, cutting off communication between the oil passage 292 and the oil drain passage 296, and opening the oil passage 240 to open the oil passage 292.
This is the position where it communicates with. Then, the oil pressure in the oil passage 240 flows through the oil passages 292 and 294 to the land 324.
acts on the left end surface of the spool valve 276 to the right, and when the oil pressure in the oil passages 294, 292 reaches a set value, the land 324 closes the oil passage 240. At this time, if the oil pressure in the oil passages 292, 294 becomes too high transiently, the spool valve 276 moves further to the right to connect the oil passage 292 to the oil drain passage 296, and the pressure oil in the oil passage 292 is discharged. Since it is discharged, the same oil passage 292
The oil pressure inside, that is, the throttle pressure Pt, is regulated so as to increase or decrease proportionally in accordance with the increase or decrease in the throttle valve opening. In this embodiment, this throttle pressure Pt is approximately 0 when the throttle valve opening is 0 to 85%.
The pressure is regulated according to the throttle valve opening in the range of ~5Kg/ ^cm2 , and when the throttle valve opening is 85% or more, the pressure is 7Kg/ ^cm2 , which is approximately the same as the line pressure Pl supplied from the oil line 240. The pressure is set to be regulated. The throttle pressure Pt generated in the oil passage 292 is then transferred to the land 31 of the spool valve 278 via the oil passage 288.
0 and the land 312 to press the spool valve 278 to the left (the land 312
8 and is prevented from sliding with respect to the cylindrical hole 274 by the stopper plate 316), it acts to reduce the pressing force of the accelerator pedal, and Oil passage 15 that acts between lands 200 and 202 of pressure regulating valve 102 and whose pressure is regulated by pressure regulating valve 102
The line pressure Pl in 8 is changed in accordance with the change in the throttle pressure Pt. In this embodiment, the line pressure Pl is approximately 4.4 when the throttle pressure Pt is 0Kg/ ^cm2 .
The pressure is regulated to Kg/cm ² , and the pressure is regulated from the same value to 7 Kg/cm ² according to changes in the throttle pressure Pt. Further, the throttle pressure Pt generated in the oil passage 292 is supplied between the lands 310 and 312 of the spool valve 278 via the oil passage 288, and the land 312 is immovable (slidable with respect to the valve shaft 318).
This acts to press the spool valve 278 to the left in the figure and reduce the force that moves the spool valve 278 to the left, that is, the driver's accelerator pedal depression force, and the oil passage 328 and to the 1-2 shift valve 118 via the oil passage 330;
To the switching valve 142 via the oil passage 332, the oil passage 334
to the throttle pressure control valve 110 via the oil line 33
6 to the 3-4 shift valve 122, and further supplied from the switching valve 142 to the 2-3 shift valve 120 via an oil passage 338, and to the engine brake half-separated valve 136 via an oil passage 340. ing. Note that the oil passage 290 is connected to the throttle pressure control valve 1.
10, and also to the 1-2 shift valve 118 via the oil passage 342, and further to the oil passages 344, 3.
46 to the 2-3 shift valve 120, and an orifice for preventing vibration of the spool valve 276 is interposed in the oil passage 294. The throttle pressure control valve 110 controls the oil pressure in the oil passage 302;
In other words, the third
Throttle pressure Pt acting on the 2-3 shift valve 120 at 4th speed and the 3-4 shift valve 122 at 4th speed (supplied to a different part from the throttle pressure Pt directly supplied from the throttle valve 108) ) is used to change the downshift timing from 4th gear to 3rd gear and from 3rd gear to 2nd gear when the accelerator pedal is depressed other than when downshifting. Cylindrical hole 34 drilled in
a spool valve 350 slidably fitted within 8;
It is equipped with a spring 352 that presses the spool valve 350 to the left in the figure, and the cylindrical hole 348 has oil passages 290, 302, and 334, as well as an oil passage 354 and oil drain passages 356, 358, and 360 opened therein. . The spool valve 350 is formed with two lands 362 and 364 having the same pressure receiving area and a land 366 having a smaller pressure receiving area than the land.
4,366 When the hydraulic pressure acting ^between
Due to the urging force of 2, the land 362 is located at the left end in the figure and closes the oil passage 290, and the oil passage 34
4 and 354 to supply the throttle pressure Pt to the oil passage 354, and when the oil pressure in the oil passage 302 exceeds a predetermined value, the land 364 is moved to the right end by the oil pressure and the land 364 blocks the oil passage 334. The oil passages 290 and 354 are also configured to communicate with each other. Note that, except during kickdown when the throttle valve opening is 85% or more, the oil passage 290 is communicated with the oil drain passage 298 at the throttle valve 108, so the oil passages 290 and 354 are communicated with each other as described above. In this case, the throttle pressure Pt that has been supplied to the oil passage 354 will be discharged through the oil passage 290. The governor valve 112 is provided on the output shaft 76 of the gear transmission shown in FIG.
) from the manual valve 106 to the oil passages 238, 266 and the governor control valve 1 described later.
The oil pressure in the oil passage 368 supplied through the oil passage 14 is adjusted to the governor pressure Pg according to the vehicle speed. Oil passage 3 communicating with 118, 120, 122
70, oil passage 37 communicating with bypass valve 130
2. Oil passage 374 communicating with stop detection valve 124;
The oil pressure in each of the oil passages 376 communicating with the engine brake discrimination valve 136 also becomes the governor pressure Pg.
The governor valve 112 is a relief valve type governor valve that regulates the pressure by relieving the oil pressure in the oil passage 368, and the governor valve 112 is a governor valve that is externally fitted onto the output shaft 76 so as to be slidable in the radial direction. A weight 378, a valve body 382 that connects and disconnects communication between the oil passage 368 and the oil drain passage 380, and a valve shaft 386 that is slidably fitted into a cylindrical hole 384 bored in the radial direction of the output shaft 76. a relief valve 388 consisting of;
A spring 392 is compressed between the governor weight 378 and a retainer 390 provided at the outer end of the valve shaft 386, and the relief valve 388
The governor weight 378 is provided with a spring 394 compressed between the valve body 382 and the output shaft 76, and the governor weight 378 limits sliding movement caused by centrifugal force within a certain range by coming into contact with the output shaft 76. A stopper portion 396 is formed on the valve shaft 386.
A stop ring 398 is provided to limit upward movement of 86 by spring 392 at a certain position. The oil passage 368 and oil passages 370, 3
Governor pressure Pg in each oil passage 72, 374, 376
is the governor weight 378 and the relief valve 38
This is generated by the centrifugal force acting upward in the figure (in the closing direction of the relief valve 388) due to the weight of the valve 8, the upward pressing force of the spring 392, and the governor pressure Pg in the oil passage 368 acting on the valve body 382. The pressure is regulated by balancing the downward pressing force of the relief valve 388 (in the opening direction) in the figure with the downward pressing force of the spring 394. When the output shaft 76 is in a low rotation range, that is, in a driving range where the vehicle speed is relatively low, the stopper portion
In the state where 96 is not in contact with the output shaft 76,
The stopper ring 398 contacts the governor weight 378 and the relief valve 388 and the governor weight 37
8 is in an integrated state, and the governor pressure Pg is the downward pressing force due to the hydraulic pressure acting on the relief valve 388 and the downward pressing force of the spring 394, and the upward centrifugal force due to the own weight of the governor weight 378 and the relief valve 388. The stopper portion 396 is obtained by balancing the force and the vehicle speed is relatively high in the driving range.
is in contact with the output shaft 76, the governor pressure Pg is the downward pressing force of the hydraulic pressure, the downward pressing force of the spring 394, and the
The governor pressure Pg is obtained by balancing the upward pressing force of the Pg and the upward centrifugal force of the relief valve 388, and as a result, the governor pressure Pg is configured to increase and decrease approximately proportionally with a two-step change characteristic depending on the vehicle speed. has been done. The spring 394 has enough pressing force to support the weight of the governor weight 378 and the relief valve 388, and when the output shaft 76 is stopped and rotated 180 degrees from the illustrated position, both of the above Governor pressure due to the weight of the parts
Prevent Pg from occurring (governor pressure Pg does not become 0Kg/cm ² ), that is, reduce governor pressure Pg to 0Kg/cm ²
This is for the purpose of

The governor control valve 114 increases the amount of oil supplied to the governor valve 112 according to the governor pressure Pg as the governor pressure Pg becomes higher, and controls the seal portion, each valve portion to which the governor pressure Pg is supplied, etc. in the hydraulic circuit. By compensating for the increase in leakage from various parts of the vehicle, the decrease in the maximum governor pressure Pgmax near the maximum speed of the vehicle is reduced. (It is difficult to achieve this), and the amount of oil required to adjust the governor pressure Pg in the governor valve 112 (the amount of oil relieved from the governor valve 112) is kept approximately constant regardless of the level of the governor pressure Pg. This is intended to stabilize the governor pressure Pg and reduce the amount of oil consumed (downsizing the oil pump 152), and is slidably fitted into the cylindrical hole 400 bored in the valve body 164. The spool valve 402 includes a spool valve 402 and a spring 404 that presses the spool valve 402 to the right in the figure. The cylindrical hole 400 has oil passages 266, 368 as well as oil passages 40.
6,408, an oil drain passage 410 is opened, and the spool valve 402 is formed with two lands 412, 414 having equal pressure receiving areas and a land 416 having a smaller pressure receiving area. An orifice 418 is installed in the oil passage 406 so as to create a pressure difference between the upstream side (oil passage 408 side) and the downstream side (oil passage 368 side).
When pressure oil is supplied from the spool valve 402
is the pressing force to the left in the figure due to the hydraulic pressure P ₁ acting on the right end surface of the land 416 from the oil passage 408 and the oil passage 368
Governor pressure acting on the left end surface of land 412 from
It stops at a position where the pressing force to the left in the figure by Pg and the pressing force of the spring 404 are balanced in the following relationship. That is, in the above configuration, if the pressure receiving area of the land 416 is S ₁ , the pressure receiving area of the land 412 is S ₂ , and the urging force of the spring 404 is the biasing force of the spring 404, the spool valve 402 has the relationship P ₁ ·S ₁ =Pg ·S ₂ + Stops at the position where . Therefore,
The oil pressure P ₁ in the oil passage 408 and the oil passage 406 upstream of the orifice 418 changes depending on the governor pressure Pg in the following relationship: P ₁ =S ₂ /S ₁ Pg+/S ₁ (S ₂ /S ₁ >1) However, as the governor pressure Pg increases, the differential pressure with the same governor pressure Pg increases, and when it becomes the same value as the line pressure Pl from the oil passage 266 (the spool valve 402 is located at the right end as shown in the figure). It becomes constant at the position (positioned at As a result, the differential pressure P ₁ −Pg before and after the orifice 418 is the governor pressure
It increases as Pg increases, and oil passages 406 and 4
The oil pressure P ₁ in 08 starts to decrease from the point where it becomes the same value as the line pressure Pl, and the amount of oil passing through the orifice 418, that is, the total amount of oil supplied to the governor valve 112, increases as the governor pressure Pg increases. will be increased. During this time, leakage from seals, shift valves, etc. also increases in response to the increase in governor pressure Pg.
As a result, the amount of oil required to regulate the governor pressure Pg in the governor valve 112 remains approximately constant regardless of the governor pressure Pg.

The range control valve 116 is the manual valve 1 described above.
When 06 is selected in the L range, if the vehicle speed is above a predetermined value (approximately 50 km/h in this example), the second gear is temporarily achieved, and then the vehicle speed is increased to the above 50 km/h.
h or less, the first speed is achieved and the manual valve 10 is activated.
The valve body 164 has a spool valve 422 that slides in a cylindrical hole 420 bored in the valve body 164. Spring 42 that presses the spool valve 422 to the right in the figure
The spool valve 422 has two lands 426 and 428 having the same pressure receiving area. In addition, the cylindrical hole 420 has an oil passage 23.
In addition to 2,370, an oil passage 430, an oil passage 432, and an oil drainage passage 434 that communicate between the lands 426 and 428 and the left side of the land 428 are opened. The spool valve 422 is compressed by a pressing force to the left in the figure caused by governor pressure Pg supplied from the oil passage 370 and acting on the right end surface of the spool valve, and by a spring 4.
When the vehicle speed is 50 km/h or more, the leftward pressing force by the governor pressure Pg overcomes the rightward pressing force by the spring 424, and the land 426 is oil road 23
When the speed is 50 km/h or less, the oil passage 232 is opened and communicated with the oil passage 430.
When the line pressure Pl is supplied to the oil passage 232, that is, when the manual valve 106 is operated to select the L range, and the vehicle speed becomes 50 km/h or less, the line pressure Pl is supplied to the oil passage 430, 432. via 1-
The line pressure is supplied to the second shift valve 118 so that the valve is fixedly positioned on the first speed side.
Pl acts on the left end face of the spool valve 422, and as long as the manual valve 106 is in the L range, the governor pressure is increased again.
Even if Pg reaches a value corresponding to a vehicle speed of 50 km/h or more, the spool valve 422 will not be moved to the left end.

The 1-2 shift valve 118 is for switching between the first speed and the second speed, and includes two spool valves 438 and 400 that slide in a cylindrical hole 436 bored in the valve body 164. and a spring 442 that presses the spool valves 438, 440 to the right in the figure, and the cylindrical hole 436
Oil lines 230, 268, 328, 330, 34
2, 370, 432, oil passage 444 branched in parallel from oil passage 432, oil passage 446, 448, 4
50 and oil drain passages 452, 454, 456 are open. Note that the oil passage 444 has a check valve 4 equipped with a ball valve biased by a spring.
58 is interposed, and the oil passages 444 and 432 are communicated with each other by an oil passage 462 provided with an orifice 460 on the downstream side of the check valve 458 in the flow permissible direction. Further, the oil drain path 452 includes an oil path 45.
An orifice 464 is interposed to adjust the oil pressure supplied to the inside.

The spring 44 is attached to the spool valve 438.
A hole 466 is provided for accommodating the 2 holes, and the 2 holes have relatively large pressure receiving areas and are equal to each other.
land 468, 470, land 468, 4
70, two lands 472, 474 whose pressure receiving areas are smaller and equal to each other, and a land 476 whose pressure receiving area is even smaller are formed, and the spool valve 440 has four lands whose pressure receiving areas increase in order from left to right in the figure. Land 478, 480, 48
2,484 are formed. Both spools 4 above
38, 440 are pushed and driven to the left in the figure by the governor pressure Pg supplied from the oil passage 370 and the line pressure Pl supplied from the oil passage 230, and the pressing force of the spring 442 and the oil passages 328, 330, 3
It is configured to be pressed and driven to the right in the figure by throttle pressure Pt or line pressure Pl supplied from 42, 432. When pressure oil is present in the oil passage 268, the same pressure oil is transferred to the oil passage 448.
Alternatively, if pressure oil is supplied to the oil passage 230 or the oil passages 432 and 444, the same pressure oil is supplied to the oil passage 450. Note that when the spool valve 438 is in the illustrated position and hydraulic pressure is supplied from the oil passage 444 to the oil passage 450, the oil passage 450 is communicated with the oil drain passage 452 between the lands 468 and 470, so that oil is not supplied to the oil passage 450. Road 450
The hydraulic pressure supplied to the orifice 464 is reduced by an amount corresponding to the allowable flow rate of the orifice 464. Further, the oil passage 446 is communicated with the 2-3 shift valve 120 and the brake 4 through an oil passage 486.
The oil passage 450 communicates with the transmission lock valve 128 and the switching valve 144 via an oil passage 490. The oil passage 486 is provided with an orifice 492 and a check valve 494 that are arranged parallel to each other, and an oil passage 496 is communicated with the check valve 494 on the upstream side in the flow permissible direction. 496 is connected to the accumulator 138. Further, the switching valve 144 is communicated with the transmission lock valve 128 via an oil passage 498.

The 2-3 shift valve 120 is for switching between second and third speeds, and includes two spool valves 502 and 504 that slide in a cylindrical hole 500 bored in the valve body 164. , a spring 506 that presses both spool valves to the right in the figure, and the cylindrical hole 500 has oil passages 260, 3.
38,344,346,354,370,446
In addition to oil passages 508, 510, 512, 514, 5
16, 518, an oil passage 520 branched from the oil passage 518, and an oil drainage passage 522 are opened. The spool valves 502 have three pressure receiving areas that are equal to each other.
Three lands 524, 526, 528 and a land 530 with a larger pressure receiving area are formed, and the spool valve 504 has three lands 535, 534, 5 with a larger pressure receiving area in order from the left end side.
36 are formed. Note that the pressure receiving area of the land 532 is smaller than the pressure receiving area of the land 524. From the throttle valve 108 to the oil passages 292, 3
32, the throttle pressure Pt supplied via the switching valve 142 and the oil passage 338 and the spring 506 act to press the spool valve 502 to the right,
The hydraulic pressure supplied from the oil passage 260 or the oil passage 346 acts to press the spool valve 504 to the right, and the governor pressure Pg supplied from the oil passage 370 acts to press the spool valve 504 to the left. do. Normally, both spool valves 502 are
504 is driven, and the oil passage 4 is in the second speed position shown in the figure.
46 and the oil passage 512 and the oil passage 51
0,518 is closed by a land 528, and the oil passage 4 is closed by a land 526 at the third speed position on the left side in the figure.
46 and 512, the oil passage 512 is communicated with the oil drain passage 522, and the oil passage 446 is communicated with the oil passages 510 and 518.

When the spool valve 502 is moved to the third speed position on the left side in the diagram via the spool valve 504 by the governor pressure Pg, the oil passage 446 and the oil passages 510, 51
8 are communicated with each other, and the line pressure Pl in the oil passage 446 is supplied to the oil passages 510 and 518. At this time, the line pressure Pl supplied to the oil passage 518 is connected to the oil passage 5.
20 acts on the right end surface of the land 524 as a force that presses the spool valve 502 to the left, and acts on the left end surface of the land 532 as a force that presses the spool valve 504 rightward. Therefore, when the spool valves 502, 504 are located on the right side and in the second speed, both spool valves are affected by the throttle pressure Pt that presses both spool valves 502, 504 (especially spool valve 502) to the right. Only the governor pressure Pg pushes the spool valves 502 and 504 to the left, but when both spool valves 502 and 504 are located on the left side and the third speed is reached, the line pressure Pl acting on the land 524 pushes the spool valve 502. Since it is applied as a pushing force to the left, the spool valve 502 is moved from the left side to the right side, and the shift from 3rd gear to 2nd gear is performed at a speed that is slower or more than the vehicle speed at which the shift from 2nd gear to 3rd gear occurs. This occurs when the throttle valve opening is large, and due to the action of the above line pressure Pl, the throttle valve opening is lower than the predetermined value (approximately 45% in the case of this example).
below), the governor pressure Pg decreases (vehicle speed decreases)
In this case, only the spool valve 504 moves to the right, the spool valve 502 maintains the 3rd speed position, and the governor pressure Pg further decreases, causing the 1-2 shift valve 118 to move to the 1st speed position. Only when the line pressure Pl in the oil passage 446, that is, the line pressure Pl in the oil passages 510, 518, and 520 is discharged, does a shift occur, and the third
The speed is changed directly from the first speed to the first speed. Furthermore, when both the spools 502, 504 are located on the left side and the third speed is reached, the lands 528, 5
30, the throttle pressure Pt acts to press the spool valve 502 to the left due to the difference in pressure receiving area between the lands 528 and 530, so that the throttle pressure control valve 110
Unless the throttle pressure Pt in the oil passage 354 is discharged by the operation of There is no such thing. As described above, the 2-3 shift valve 120 allows the shift from 2nd speed to 3rd speed to occur at a relatively high vehicle speed or a small throttle valve opening.
Once in 3rd gear, 3rd gear → 2nd gear or 3rd gear →
The first gear shift is configured to have a hysteresis characteristic that occurs at a relatively low vehicle speed or a large throttle valve opening.

The oil passages 508 and 510 are connected to the 3-4 shift valve 122, and the oil passages 512 and 516 are connected to the pressure reducing valve 132.
The oil passage 514 goes to the downshift valve 134, the oil passage 518 goes to the switching valve 146 via the hydraulic chamber 538 on the release side of the brake 42 servo device 42a and the branched oil passage 540, and the oil passage 520 branches off. The oil passages 542 communicate with the bypass valves 130, respectively. In addition, the oil passage 518 includes a hydraulic chamber 53.
A check valve 544 and an orifice 546 that only allow oil to flow from the 8 to 2-3 shift valve 120 are installed in parallel, and an orifice 548 is also installed, and the oil passage 540 has two orifices in series. Check valves 554 are interposed in the oil passages 542 and 550 and 552, respectively, to allow oil to flow from the bypass valve 130 to the 2-3 shift valve 120.

The 3-4 shift valve 122 is for switching between the third and fourth gears, and includes two spool valves 558 and 560 that slide in a cylindrical hole 556 bored in the valve body 164. It is equipped with a spring 562 that presses both spool valves 558, 560 to the right in the figure, and the cylindrical hole 556 has oil passages 236, 336, 370, 508, 510, oil passages 564, 566, and an oil drain passage. 568,57
0,572,574 are open. The spool valve 558 has two lands 576 and 578 that have the same pressure receiving area, and a land 580 and land 58 that have a smaller pressure receiving area than the lands 576 and 578.
A land 582 with a smaller pressure receiving area is formed on the spool valve 560, and a land 584 with a smaller pressure receiving area and a land 586 with a larger pressure receiving area are formed on the spool valve 560. Both spool valves 55
8,560 is pushed and driven to the left in the figure by the governor pressure Pg supplied from the oil passage 370 and to the right in the figure by the throttle pressure Pt supplied from the spring 562 and the oil passage 336. When communication between the passage 510 and the oil passage 566 is interrupted and hydraulic pressure (line pressure Pl) is supplied from the oil passage 236, the governor pressure Pg
Regardless of the size of both spool valves 558, 56
0 is fixedly positioned to the right to close the oil passage 510, communicate the oil passage 566 with the oil drain passage 570, and guide the oil pressure in the oil passage 236 to the oil passage 564. In addition, the spool valve 558
When is in the fourth gear position on the left side, the line pressure Pl supplied between the lands 578 and 580 from the oil passage 510 is added to the governor pressure Pg as a force that presses the spool valve 558 to the left. The gear shift from speed to third gear occurs at a lower vehicle speed or larger throttle valve opening than the gear shift from third gear to fourth gear, and the throttle pressure Pt supplied from the oil passage 508 between the lands 580 and 582 is the throttle pressure. Unless the throttle pressure Pt is discharged by the operation of the control valve 110, the same throttle pressure Pt is also applied as a force pushing the spool valve 558 to the left, so the shift from 4th gear to 3rd gear will occur at a lower vehicle speed or a larger throttle valve opening. It occurs at a certain degree. Note that the oil passage 564 is connected to the pressure reducing valve 13.
2, the oil passages 556 are communicated with the downshift valve 134, respectively. The stop detection valve 124 is configured to detect when the governor pressure Pg becomes zero or approximately zero, in other words, when the vehicle is stopped or approximately stopped, and is configured to detect when the governor pressure Pg becomes zero or approximately zero, and is configured to detect when the vehicle is stopped or approximately stopped. The cylindrical hole 588 is provided with a spool valve 590 that slides inside the spool valve 588 and a spring 592 that presses the spool valve 590 to the right in the figure. 596 and 598 are opened, and the spool valve 590 has a land 600 with a large pressure receiving area.
and a land 602 with a small pressure receiving area are formed. The spool valve 590 is pushed to the left in the figure by the governor pressure Pg supplied from the oil passage 374 and to the right by the pushing force of the spring 592, and the governor pressure Pg is 0 Kg/cm ² or approximately In the case of 0 kg/cm ² , it is located on the right side in the drawing, and is configured to be moved to the left side by the governor pressure Pg when even a small amount of governor pressure Pg is generated. When the spool valve 590 is located on the right side in the figure, the oil passage 448 and the oil passage 594 are in communication with each other,
When the land 600 is located on the left side, the oil passage 448 is closed by the land 600, and the oil passage 594 and the oil drain passage 598 are communicated with each other. In addition, the spool valve 590 located on the left side is under governor pressure.
The oil passage 44 was moved to the right side due to the decrease in Pg.
8 is opened and line pressure Pl is supplied from the same oil passage 448 between lands 600 and 602, land 6
Due to the pressure receiving area difference of 00 and 602, the line pressure Pl acts as a force pushing the spool valve 590 to the right, and the spool valve 590 is rapidly moved to the right end. That is, the pressure receiving area difference causes hysteresis characteristics in the operation of the spool valve 590, and a snap action is added to its movement.
Even if pulsations occur in the governor pressure Pg, the spool valve 590 is prevented from vibrating due to the pulsations. The oil passage 594 is communicated with the transmission lock valve 128 and also communicates with the transmission lock valve 1 from the stop detection valve 124.
Check valve 6 that only allows flow of pressure oil to 28
04 is included in the middle. In addition, the governor valve 112 in this embodiment is actually used when the vehicle speed is 7 to 10.
When the pressure is below Km/h, the governor pressure Pg generated becomes zero or approximately zero.

An oil passage 606 is connected to the downstream side of the oil passage 594 in the flow permissible direction of the check valve 604, and an orifice 608 is interposed in the oil passage 606, and a solenoid valve 126 is connected to and disconnected from the oil drain passage 610. is interposed. The same solenoid valve 126
When the solenoid 612 is energized, the plunger valve 614 is displaced to the left in the figure to close the opening 616 of the oil passage 606, and when the solenoid 612 is demagnetized, the spring 61
The plunger valve 614 is displaced to the right by the urging force of 8 to open the opening 616 and communicate with the oil drain path 610. Further, the solenoid 612 is closed when an accelerator pedal (not shown) is released, and is opened when the accelerator pedal is depressed even slightly (even within the range of play).
19 and a key switch 620 that is closed when the engine is running.
Note that the orifice 608 and opening 6 of the oil passage 606
16, an oil passage 624 is connected to the transmission lock valve 128.
is communicated with.

The transmission lock valve 128 is activated when the vehicle is stopped while the manual valve 106 is in the D ₄ , D ₃ , 2, or L range (clutch 28 is always engaged in this state). , the clutch 30 and the brake 56 are engaged to stop the rotation from the first gear transmission 34, that is, the input shaft 26 shown in FIG. The spool valve 62 slides within a cylindrical hole 626 bored in the valve body 164.
8 and a spring 630 that presses the spool valve 628 to the right in the figure. The cylindrical hole 62
6 oil passage 272, 450, 498, 594, 62
In addition to 4, an oil passage 632 branched from the oil passage 272,
An oil passage 634 communicating with the brake 82, an oil passage 636 communicating with the clutch 30, and a bypass valve 130.
An oil passage 638 communicating with the brake 56, an oil passage 640 communicating with the brake 56, and an oil drainage passage 642 are opened, and the spool valve 628 has an equal pressure receiving area of 5.
Land 644, 646, 648, 650, 6
52 is formed. The above spool valve 628
is the hydraulic pressure (line pressure) supplied from the oil passage 624 to the right in the figure due to the pressing force of the spring 630.
Pl), but when the solenoid valve 126 is demagnetized, the oil passage 606,
No oil pressure in 624 and oil passage 632
Hydraulic pressure (line pressure) is applied to the left end of the spool valve 628 from
Pl) is supplied, the above spool valve 6
28 is pushed to the right by the spring 630 and the line pressure Pl, and the oil passage 6 is moved to the right position as shown in the figure.
32 and the solenoid valve 126 is energized, the oil passage 448 is connected to the oil passage 624 and the stop detection valve 124, the oil passages 594, 60.
6, the spool valve 628 is displaced to the left position against the pressing force of the spring 630 by the hydraulic pressure. When the spool valve 628 is in the right position, the transmission lock valve is connected to the oil passages 498 and 634, the oil passage 272 and the oil passage 6.
36, 638, and oil passages 450 and 640, respectively, and when the spool valve 628 is in the left position, the oil passages 498, 272, and 450 are closed, and the oil passage 63
4 to the oil drain passage 642 and the oil passage 638
and the oil passages 636, 640 are configured to communicate with each other. In addition, the transmission lock valve 1 is connected to the oil passage 636 communicating with the clutch 30.
A check valve 654 and an orifice 656 that only allow pressure oil to flow from the clutch 30 to the clutch 30 are installed in parallel, and an oil passage 658 is branched between the check valve 654, the orifice 656, and the clutch 30. An accumulator 140 is communicated with each other.

Due to the presence of the transmission lock valve 128, the bypass valve 130 has a longer oil path for discharging the hydraulic pressure in the clutch 30 (flow resistance increases), so the time required for discharging the hydraulic pressure from the clutch 30 is longer. The valve body 164 is provided with a spool valve 662 that slides in a cylindrical hole 660 and a spring 664 that presses the spool valve 662 to the right in the figure. The cylindrical hole 660 has oil passages 372, 542,
In addition to 638, an oil drain passage 666 is opened, and two lands 668 and 670 having equal pressure receiving areas are formed in the spool valve 662. The spool valve 662 receives governor pressure supplied from the oil passage 372 to the right in the figure by the pressing force of the spring 664.
It is pushed and driven to the left by Pg, and the same governor pressure Pg
When is less than a predetermined value (in this example, a value corresponding to a vehicle speed of approximately 40 km/h), it is displaced to the right in the diagram, and when it is greater than a predetermined value, it is displaced to the left against the pressing force of the spring 664. . When the spool valve 662 is located on the left side, the bypass valve 130 communicates between the oil passages 542 and 638, and when the spool valve 662 is located on the right side, the land 668 connects both oil passages 542 and 638. , 638 and connects the oil passage 542 to the oil drain passage 666.

Note that when the bypass valve 130 is not present, the oil pressure inside the clutch 30 is controlled by the oil passage 636, the transmission lock valve 128, the oil passage 272, the switching valve 146, the oil passages 540, 518, 520, and 2-3.
The oil is discharged through the path of the shift valve 120 and the oil drain passage 522, which lengthens the oil passage and increases flow resistance, prolonging the time it takes for oil pressure to be discharged from the clutch 30. Since hydraulic pressure is also discharged from the hydraulic chamber 538 of the device 42a via the oil passage 518, the hydraulic pressure discharged from the hydraulic chamber 538 acts to prevent the hydraulic pressure from being discharged from the clutch 30. Although there are some problems such as the time being longer, by providing the bypass valve 130, the oil pressure of the clutch 30 can be controlled by the transmission lock valve 12.
8 to oil passage 638, bypass valve 130, oil passage 54
Since the oil is discharged from the drain path 522 of the 2-3 shift valve 120 via the servo device 42a, the oil path is shortened and it is no longer affected by the oil pressure discharged from the hydraulic chamber 538 of the servo device 42a, so the drain time is shortened. can be made shorter.

The pressure reducing valve 132 is for making the hydraulic pressure supplied to the brake 82 lower than the line pressure Pl when the manual valve 106 is in the _D3 range, and slides in a cylindrical hole 672 bored in the valve body 164. The spool valve 674 is provided with a spring 676 that presses the spool valve 674 to the right in the figure.
In addition to 564, there is an oil passage 67 connected to the switching valve 144.
A land 682 and a land 684 having a smaller pressure receiving area than the land 682 are formed in the spool valve 674. The spool valve 674 is connected to the oil passages 512, 51
When oil pressure is not supplied from oil passage 5
When hydraulic pressure (line pressure Pl) is supplied from 64, the hydraulic pressure (oil line 678
Since the oil passage 678 stops at a position where the same pressure as the line pressure Pl) and the pressing force of the spring 676 are balanced, a predetermined pressure lower than the line pressure Pl (in this embodiment) corresponds to the pressing force of the spring 676. In case of 2
Kg/cm ² ) of pressure oil will be supplied. Then, when the oil pressure in the oil passage 678 falls below the predetermined pressure, the spool valve 674 moves to the right to open the oil passage 564 and supply pressure oil into the oil passage 678. When the pressure exceeds the predetermined pressure, it moves to the left, opens the oil drain passage 680, drains the pressure oil in the oil passage 678, and maintains the oil pressure in the oil passage 678 at a predetermined pressure. . Furthermore, when oil pressure (line pressure Pl) is supplied from the oil passage 516, the oil pressure is supplied from the oil passage 512 due to the pressing force exerted on the left end surface of the land 682 by the oil pressure and the pressing force of the spring 676. Since the spool valve 674 is displaced to the right end regardless of whether the spool valve 674 is present or not, the hydraulic pressure supplied to the oil passage 678 is not reduced, and when oil pressure (line pressure Pl) is supplied from the oil passage 512. , the spool valve 67 resists the pressing force of the spring 676 due to the pressing force acting on the right end surface of the land 684 due to the hydraulic pressure.
4 is displaced to the left end, the oil passage 564 is closed by the land 684 and the oil passage 678 is communicated with the oil drain passage 680.

Note that the oil passages 564 and 678 are connected to the pressure reducing valve 13.
The oil passages 678 and 564 are connected to each other via a check valve 686 on the outside of the oil passages 2 and 564, which only allows oil to flow from the oil passages 678 to the oil passages 564. If the pressure reducing valve 132 becomes stuck at the oil pressure adjustment position for some reason during the above period, the oil pressure of the brake 82 is discharged by discharging the oil pressure of the oil passage 564.

The downshift valve 134 is for supplying and discharging hydraulic pressure to the clutch 84 that is engaged when achieving the fourth gear.
The cylindrical hole 688 includes a spool valve 690 that slides in a cylindrical hole 688 and a spring 692 that presses the spool valve 690 to the right in the figure. In addition, an oil passage 694 and an oil drainage passage 69 communicating with the clutch 84
6,698 is opened, and the spool valve 690 has two lands 700, 702 with equal pressure receiving areas.
is formed. When hydraulic pressure is supplied from the oil passage 514, the spool valve 690 is displaced to the left in the figure by the pressing force of the hydraulic pressure against the pressing force of the spring 692, and when the hydraulic pressure is discharged, the spring 692 It is displaced to the right in the figure by the pressing force of , and when it is located on the right side, the oil passages 566 and 694 are communicated, and when it is located on the left side, the oil passage 566 is blocked by the land 702. At the same time, the oil passage 694 is configured to communicate with an oil drain passage 698. Note that the oil pressure supplied to the oil passage 514 is transmitted from the throttle valve 108 to the oil passages 290, 342, 34 when the kickdown is performed.
The oil pressure is the same as that of the line Pl supplied via the 6, 2-3 shift valve 120.

The engine brake discrimination valve 136 detects the throttle valve opening (throttle pressure Pt) and vehicle speed (governor pressure Pg) when shifting from 2nd speed to 3rd speed or from 3rd speed to 2nd speed, and detects the throttle valve opening (throttle pressure Pt) and vehicle speed (governor pressure Pg), The valve body 1
64, and a spring 708 that presses the spool valve 706 to the right in the figure. , oil road 54
Oil passages 710, 712 and an oil drainage passage 714 are opened to communicate with the upstream and downstream sides of the orifice 550 installed in the spool valve 706, and the spool valve 706 has two lands 716, 718 with equal pressure receiving areas. A land 720 having a smaller pressure receiving area than the lands 716 and 718 is formed. The spool valve 706 is displaced to the right in the figure by the throttle pressure Pt supplied from the oil passage 340 and the pressing force by the spring 708, and to the left in the figure by the pressing force by the governor pressure Pg supplied from the oil passage 376. When displaced and in the right-hand position shown, oil passages 710 and 712
When the oil passages 710 and 712 are in communication with each other, the oil passage 710 is closed by the land 718 when the oil passage 710 is in the left side position, thereby cutting off communication between the oil passages 710 and 712. Therefore,
The oil pressure from the oil passage 540 to the clutch 30 is as follows:
When the spool valve 706 is in the right position as shown in the figure, the supply and discharge bypass the orifice 550, so the time is relatively short, and when the spool valve 706 is in the left position, the orifice 550
Since the water is supplied and discharged by passing through only 50, the time taken is relatively long.

Here, the operating characteristics of the engine discrimination valve 136 will be explained with reference to FIG. 4. Note that FIG. 4 is a graph in which the vertical axis represents the throttle valve opening (%) and the horizontal axis represents the rotational speed (rpm) of the output shaft 76. In the area shown by diagonal lines in Fig. 4, where the rotational speed of the output shaft 76 is relatively high, i.e., the throttle pressure Pt is low and the governor pressure Pg is high, it is determined that the engine is braking, and the spool Valve 706 is configured to be displaced to the left. In Fig. 4, the one-dot chain line indicates the no-load line in the third gear.
The engine brake discrimination valve 136 is configured such that its discrimination boundary is located approximately along the no-load line and slightly above the no-load line. The above-mentioned 3rd speed no-load line refers to the vehicle speed (output shaft rotation speed) corresponding to a certain engine rotation speed and the no-load state of the engine when the transmission is in the 3rd speed gear position. This shows the relationship between the throttle valve opening required to obtain the above rotation speed when operating at This makes it possible to reduce the shift shock, especially when the shift from 2nd speed to 3rd speed is achieved by appropriately releasing the accelerator pedal (lift-up shift).

In other words, when the vehicle is running at a certain speed in the second gear and the accelerator pedal is released to shift to the third gear, for example, if the engine brake determination boundary is much higher than the no-load line. If the throttle valve opening after the accelerator pedal is released is between the same boundary and the no-load line, then the throttle valve opening is above the no-load line and the vehicle is actually in a driving state. Despite this, the engine brake discrimination valve 136 determines that the engine brake is present, and the spool valve 706 is displaced to the left to open the oil passage 71.
0,712, the clutch 30
The time for supplying hydraulic pressure to is increased due to the action of orifice 550. Therefore, an instantaneous neutral state is created in the transmission between the release of the brake 42 and the engagement of the clutch 30, during which the engine is rotated without load, and its rotational speed corresponds to the vehicle speed in the third gear. When the rotational speed becomes higher than the rotational speed, and later when the clutch 30 is engaged and third gear is achieved, a shift shock occurs because the vehicle attempts to accelerate to the speed corresponding to the higher rotational speed. Also, contrary to the above, the boundary for engine brake discrimination is below the no-load line,
If the throttle valve opening after the accelerator pedal is released is between the same boundary and the no-load line, the throttle valve opening is below the no-load line, even though the vehicle is actually under engine braking. Engine brake discrimination valve 136
is determined to be in the driving state, and the oil passages 710, 712
, the time required to supply hydraulic pressure to the clutch 30 is shortened. Therefore, the clutch 30 is engaged almost simultaneously with the release of the brake 42, and the third gear is achieved before a neutral state occurs and the engine speed does not drop to the speed corresponding to the vehicle speed. The vehicle is clutch 3.
Since the engine attempts to accelerate to a speed corresponding to the high engine speed when 0 is engaged, a shift shock occurs.

Therefore, by making the boundary for the engine brake determination substantially coincide with the no-load line, the shift shock as described above can be prevented.

Ideally, it would be best for the above boundary to completely coincide with the no-load line, but this is extremely difficult due to constraints such as operational errors, so in the case of this embodiment, the above-mentioned boundary is aligned with the no-load line. Since the shift shock that occurs when the gear is set upward is smaller than the shift shock that occurs when the gear is set downward, the above boundary is set above the no-load line within the operating error range. .
Furthermore, the reason why the boundary for determining the engine brake is cut off on the left side in Fig. 4 is because when the throttle valve opening is less than that, almost no throttle pressure Pt is generated due to the structural constraints of the throttle valve 108, and accurate operation is not possible. Since this is not done, it is not determined that the engine is braking unless the governor pressure Pg exceeds a predetermined value due to the pressing force of the spring 708. Even if the engine braking state is in the driving state, the shift shock that occurs at that time is extremely small and cannot be a problem; conversely, if the engine braking state is actually in the driving state, When the engine is in a neutral state, the engine overspeeds, and the shift shock caused by this becomes large.

The accumulator 138 is for preventing the hydraulic pressure supplied to the engagement-side hydraulic chamber 488 of the servo device 42a of the brake 42 from rapidly increasing when shifting from the first speed to the second speed. The cylinder 722 is provided with a piston 724 that slides inside the cylinder 722, and a spring 726 that presses the piston 724 upward in the figure.The piston 724 partitions the inside of the cylinder 722 into an upper chamber 722a and a lower chamber 722b. At the same time, the pressure receiving area of the lower chamber 72a is lower than that of the upper chamber 722a.
The pressure receiving area on the 2b side is configured to be large. Further, an oil passage 270 is provided in the upper chamber 722a.
Oil passages 496 are communicated with the lower chambers, and oil drainage passages 72 are connected to the cylinders above the upper chamber 722a.
8 and 730 are opened, and seal rings 732 and 734 are attached to the piston 724.

Here, to explain the servo device 42a, the servo device 42a includes a casing 736
A piston 740 that slides inside a cylinder 738 formed in
The piston 740 has a push rod 744 which is fixed to the cylinder 738 and whose other end is engaged with the end of a brake band (not shown).
The pressure receiving area on the hydraulic chamber 538 side is larger than the pressure receiving area on the hydraulic chamber 488 side. Then, the hydraulic chamber 4 on the engagement side
When hydraulic pressure is supplied to 88 from the oil passage 486, the piston 740 moves to the left in the figure against the pressing force of the spring 742, tightens the brake band, and the brake 42 becomes engaged, and the engagement side When the hydraulic pressure in the hydraulic chamber 488 is discharged, it is caused by the pressing force of the spring 742, and when hydraulic pressure is supplied to the release side hydraulic chamber 538 while the hydraulic pressure is present in the hydraulic chamber 488, it is caused by the difference in pressure receiving area. The piston 740 is then moved to the right, and the brake 42 is released. Note that the piston 740
are equipped with seal rings 746, 748, and the cylinder on the right side of the hydraulic chamber 488 has a discharge port 7.
50 is open.

When shifting from 1st speed to 2nd speed, oil pressure (line pressure Pl) is supplied to the upper chamber 722a of the accumulator 138 in advance, and the piston 724 is moved downward as shown by the chain line in the figure by the action of the oil pressure. There is. Then, when the 1-2 shift valve 118 is displaced to the second speed position and hydraulic pressure begins to be supplied to the hydraulic chamber 488 of the servo device 42a via the oil passages 446 and 486, at the same time, the lower chamber 7 of the accumulator 138
The same hydraulic pressure is also supplied to 22b. The above hydraulic chamber 48
The hydraulic pressure in the brake drum 8 hardly rises until the piston 740 strokes and the brake band comes into contact with the brake drum, which is the initial engagement state, and after the brake band contacts the drum, the hydraulic pressure in the brake band increases. Start to rise to tighten. At this time, the oil pressure from the oil passage 270 causes the piston 724 of the accumulator 138, which was positioned below, to
increases due to the pressure receiving area difference and the upward pressing force of the spring 726, and the volume of the lower chamber 722b increases.
The oil pressure in the oil pressure chamber 488 of a will gradually rise.

The accumulator 140 has a manual valve 106.
The transmission lock valve 1 is in the D ₄ , D ₃ 2, or L range and the vehicle is stopped.
When hydraulic pressure is supplied to the clutch 30 and brake 56 by the action of 28, when the accelerator pedal is depressed to discharge the hydraulic pressure from the clutch 30 and brake 56 and start the vehicle, the hydraulic pressure of the clutch 30 is suddenly discharged. The piston 754 that slides inside the cylinder 752 provided in the valve body 164 is designed to prevent the piston 754 from sliding in the cylinder 752 provided in the valve body 164.
and a spring 756 that presses the piston 754 to the right in the figure.
52a and an oil chamber 752b in which an oil drain passage 758 is opened.
When hydraulic pressure (line pressure Pl) is supplied from the oil passage 636 to the oil passage 658 to engage the clutch 30, the clutch 30 is displaced to the left against the pressing force of the spring 756. When the oil pressure in the oil passage 636 is discharged for release, it is configured to be displaced to the right by the pressing force of the spring 756 in response to a decrease in the oil pressure. Therefore, when the clutch 30 is released, the piston 7 of the accumulator 140 located on the left
54 moves to the right to reduce the volume of the oil chamber 752a and discharge the hydraulic pressure in the oil chamber 752a.
Together with the action of , the sudden discharge of hydraulic pressure from the clutch 30 is prevented, and the clutch 30 is slowly released. Therefore, from a stopped state where the clutches 28, 30 and the brake 56 are engaged, the accelerator pedal is depressed to discharge the hydraulic pressure of the clutch 30 and the brake 56, thereby achieving the first gear for starting. Then, the brake 56
is achieved prior to the release of clutch 30, and the third gear is achieved from release of brake 56 to release of clutch 30. As a result, the vehicle first obtains slow starting acceleration in the third gear, and then obtains acceleration in the first gear, thereby reducing the above-mentioned shock.

Next, the operation of this embodiment with the above configuration will be explained in the fifth section.
The explanation will be given in sequence according to the position of the manual valve 106 with reference to the drawings. Incidentally, FIG. 5 is a diagram showing the shift characteristics of the forward gear position with the above configuration, in which the solid line indicates an upshift in the range of the manual valve 106 shown in parentheses, and the broken line indicates a downshift.

When the manual valve 106 is set to the P range, the land 250 of the spool valve 228 is located on the left side of the oil drain path 246, the land 252 is located on the left side of the oil path 158, and the oil paths 230 and 242 go to the oil drain path 246. , oil passage 158, 232, 234, 236, 238, 24
0 is communicated with the opening 248 through the gap between the land 254 and the cylindrical hole 226, so hydraulic pressure is discharged from all the hydraulic circuits, and each brake,
The clutch is released and the gear transmission is placed in a neutral state. In addition, at this time, as is conventionally known,
An engagement device mechanically interlocked with a gear shift lever (not shown) that operates the spool 228 locks the output shaft 76 of the transmission.

When the manual valve 106 is in the R range, the land 25
Land 252 is located between oil passages 158 and 240, and line pressure Pl is supplied from oil passage 158 to oil passages 230 and 242. The same line pressure Pl is oil path 1
Lands 196, 19 of the pressure regulating valve 102 via 76
The line pressure Pl in the oil passage 158 in the R range is regulated to approximately 17 kg/cm ² in this embodiment. Furthermore, the line pressure Pl supplied to the oil passage 242 is supplied to the transmission lock valve 128 via the switching valve 146 and the oil passage 272. At this time, the spool valve 62 of the transmission lock valve 128
8, there is no oil pressure in the oil passages 606 and 624, and line pressure is transmitted from the oil passage 272 through the oil passage 632.
Since Pl is supplied, regardless of whether the solenoid valve 126 is opened or closed, the spring 630 is located on the right side of the figure by the pressing force of the line pressure Pl from the oil passage 632, and communicates the oil passages 272 and 636. .
As a result, the line pressure Pl supplied from the oil passage 272 to the transmission lock valve 128 is
36 to the clutch 30 and engages the clutch 30. At this time, the line pressure Pl supplied to the clutch 30 not only flows through the check valve 654, but also flows through the accumulator 14 with respect to the line pressure Pl.
Since the pressing force of the spring 756 is small and the piston 754 is instantaneously moved to the left in the figure, the clutch 30 is engaged smoothly without delay.

In addition, the line pressure Pl supplied to the oil passage 230 is
Due to the action of the orifice 256, the lands 470, 472 of the 1-2 shift valve 118 are moved relatively slowly.
supplied in between. The line pressure Pl supplied between the lands 470 and 472 moves the spool valve 438 to the left in the figure against the pressing force of the spring 442 due to the difference in pressure receiving area between the two lands.
30 and 450 are communicated, and the line pressure Pl is
50, the transmission lock valve 128, and the oil passage 640 to the brake 56 so that the brake 56 is engaged. Furthermore, oil path 450
The line pressure Pl in the oil passage 490, the switching valve 144,
Oil line 498, transmission lock valve 12
8. The oil is supplied to the brake 82 through the oil passage 634, and the brake 82 is brought into engagement. Therefore,
When the manual valve 106 is set to the R range, the clutch 30 and the brakes 56, 82 are engaged as shown in FIG. 2, and the reverse gear is established in the transmission.

In this case, even when the vehicle is stopped, the first gear transmission is not locked up, so the creep of the vehicle can be effectively utilized for reversing which requires slow driving. In addition, the line pressure Pl supplied to the oil passage 450 is
38 lands 470 are oil passages 450 and oil drainage passages 45
2. Since it is located between the oil passage 444 and the oil passage 444, the pressure will not be reduced by the action of the orifice 464.

When the manual valve is in the N range, oil path 1 is opened as shown in the diagram.
Only 58 and 240 are in communication, and the other oil passages are in communication with the oil drain passage or the open port. Oil road 15
8 to the oil passage 240 is guided to the throttle valve 108 and the oil passage 17
8, 180 to the pressure regulating valve 102, and the oil passage 2
Upper chamber 72 of the accumulator 138 via 70
This will lead you to 2a. Therefore, the line pressure Pl is
It is adjusted by the hydraulic pressure fed back to the pressure regulating valve 102 from 78 and 180 and the pressing force of the spring 172.
Since there is no hydraulic pressure supply to 2b, the accumulator 13
The piston 724 of No. 8 is moved downward as shown by the chain line in the figure against the pressing force of the spring 726. In this state, all clutches and brakes are released, so when the accelerator pedal is depressed to increase the engine speed (so-called revving), the spool valve 27 of the throttle valve 108
6 moves to the left and a throttle pressure Pt is generated, which acts on the pressure regulating valve 102 through the oil passages 292 and 184 and increases the line pressure Pl, but there is no other change. It's something that doesn't exist.

When the manual valve 106 is in the _D4 range, the oil passage 15
8 is communicated with the oil passages 238 and 240, and the line pressure Pl
is supplied to clutch 28 through oil passage 238 to engage the clutch, and is also supplied through oil passage 266 to governor control valve 114 and through oil passage 268 to 1-2 shift valve 118. In addition, the line pressure Pl supplied to the governor control valve 114 is
The oil is supplied to the governor valve 112 via oil passages 406 and 368.

At this time, if the vehicle is stopped, the accelerator pedal is completely released, and the pedal switch 619 is closed, the governor valve 112 will release the governor pressure.
Since Pg is not generated, the spool valve 590 of the stop detection valve 124 is located on the right side in the drawing, the solenoid 612 of the solenoid valve 126 is energized, and the plunger valve 614 closes the opening 616. In addition, both spool valves 43 of the 1-2 shift valve 118
8,440 is located on the right side in the drawing, the line pressure Pl from the oil passage 268 is guided to the transmission lock valve 128 via the oil passage 448, the stop detection valve 124, and the oil passage 594. Land 65 of the same valve 128 via oil passages 606 and 624
2 It is also guided to the right end surface. Same oil road 606,624
Since the solenoid valve 126 closes the opening 616, the oil pressure inside the oil passage 594 (line pressure
Pl), and from oil passage 632 to land 6
44, the spool valve 628 is displaced to the left in the figure against the pressing force of the spring 630. As a result, oil passage 59
The line pressure Pl in the clutch 4 is led to the clutch 30 via the oil passage 636 and to the brake 56 via the oil passage 640, thereby engaging the clutch 30 and the brake 56 in addition to the clutch 28. The first gear transmission 34 is locked up to prevent vehicle creep. (Hereinafter, this will be referred to as a creep prevention effect.) In this case, if the clutch 28 of the clutches 28, 30 and the brake 56 is engaged first or the brake 56 is engaged last, the transmission 1st or 3rd gear is instantaneously achieved, and the vehicle is instantaneously driven forward, causing a so-called shift shock.
By the action of an orifice 262 and a check valve 264 which are arranged in parallel to the clutch 28, the line pressure Pl to the clutch 28 is supplied only through the orifice 262, and the supply time of the line pressure Pl to the clutch 28 is determined by the clutch 28. 30, the supply time of the line pressure Pl to the brake 56 is longer than that of the line pressure Pl, that is, the clutch 28 is engaged after the clutch 30 and the brake 56, so that the forward gear stage as described above is is never achieved and does not result in a shift shock. In the case of the above configuration, the output member 52 of the first gear transmission 34 is momentarily reversed by the engagement of the clutch 30 and the brake 56, and then the output member 52 of the first gear transmission 34 is reversed by the engagement of the clutch 28.
4 (output member 52) is stopped, but since the brake 82 and clutch 84 of the second gear transmission 60 are released, the output member 5
2 is not transmitted to the output shaft 76,
In addition, inertia due to the same reverse rotation is transferred to the transmission casing 22 through the transmission casing 22 when the clutch 28 is engaged.
It is absorbed by the mount etc. that supports it.

In addition, the clutches 28, 30 and the brake 56
D ₄ Manual valve 10 from the range stopped state when engaged
When operating clutch 2 to set N range, clutch 2
If the discharge of line pressure Pl from clutch 30 and brake 56 is slower than the discharge of line pressure Pl from clutch 30 and brake 56, the transmission is forced into first or third gear in the same manner as above.
A shift shock occurs because the gear position is instantaneously achieved, but due to the action of a check valve 264 installed in the oil passage 238, the line pressure Pl in the clutch 28 is instantaneously reduced via the check valve 264. However, even if the line pressure Pl in the oil passage 448 communicating with the stop detection valve 124 is discharged, the check valve 604 installed in the oil passage 594 operates to The hydraulic pressure in the oil passage 594 and the oil passages 606 and 624 on the downstream side in the permissible flow direction is not discharged, and the transmission lock valve 128
The spool valve 628 connects the oil passage 594 and the oil passage 63.
6, 640, and the line pressure Pl in the clutch 30 and brake 56 is not discharged, so the forward gear as described above is not achieved and no shift shock occurs. It is. In this case, the clutch 30 and the brake 56 are engaged so that the first gear transmission 3
Although the output member 52 of No. 4 reverses, the same reversal is not transmitted to the output shaft 76 as described above, and the clutch 30, brake 56 and oil passage 606,
Unless line pressure Pl is supplied from the oil passage 448 via the stop detection valve 124, the oil pressure in the oil passage 624 will gradually decrease due to leakage from various parts, and eventually the oil pressure in the oil passages 606 and 624 will decrease. When the pressing force of the hydraulic pressure becomes smaller than the pressing force of the spring 630, the spool valve 628 is displaced to the right by the pressing force of the spring 630, and the hydraulic pressure in the clutch 30 and brake 56 is completely discharged. .

The above-mentioned creep prevention function and shift shock prevention function are achieved by controlling the manual valve 106 by D ₃ , 2
Alternatively, it works similarly when operated in the L range, but in this case, the line pressure Pl that should originally be supplied to the brake 82 in each of the D ₃ , 2, and L ranges is
In this case, the oil passage 498 is closed by the land 646 of the transmission lock valve 128, and the oil passage 634 communicating with the brake 82 is closed by the oil drain passage 64.
2, so it is not supplied to the brake 82.

In addition, in the state where the creep prevention function is working, the first gear transmission 34 is only locked up, and the vehicle cannot coast forward due to the action of the one-way clutch 80 of the second gear transmission 60. In addition, when the vehicle is stopped in the middle of an uphill road, the first gear transmission 34, which is locked up, and the output shaft 76 are mechanically connected by the action of the one-way clutch 80, so that the vehicle cannot move backward (descend). slope) is prevented.

Further, when the above-mentioned creep prevention effect is working, when the accelerator pedal is depressed within the range of play, the pedal switch 619 is opened, the solenoid 612 is demagnetized, and the plunger valve 614 is activated by the pressing force of the spring 618 as shown in the figure. The opening 616 of the oil passage 606 is moved to the right and becomes the oil drain passage 610.
The hydraulic pressure in the oil passages 606 and 624 is discharged and the transmission lock valve 128 is connected to the transmission lock valve 128.
The spool valve 628 is moved to the right by the pressing force of the spring 630. Therefore, the oil passage 636 that supplies line pressure Pl to the clutch 30 is
2-2 through the oil passage 242 and oil passages 518 and 520, which are communicated with the oil drain passage 246 by the manual valve 106.
The oil passage 540, which is in communication with the drain oil passage 522 by the third shift valve 120, is communicated with the oil passage 272 which communicates with the switching valve 142, and the line pressure Pl is applied to the brake 56.
The oil passage 640 supplying the 1-2 shift valve 11
The line pressure Pl is discharged through the oil passage 450, which is connected to the oil drainage passage 452 at 8, so that the clutch 30 and the brake 56 are released, and the lock-up of the first gear transmission 34 is released. The first gear is achieved. Therefore, unless the brake system for stopping the vehicle is activated,
Since creep occurs, it is extremely effective when driving slowly during traffic congestion or when driving slowly when parking or parking in a garage. In this case, the accumulator 14
0, the clutch 30 is released after the brake 56 is released as described above, so the vehicle is slowly accelerated in the third gear where the amount of instantaneous torque transmission is small, and then the clutch 30 is released in the first gear where the amount of torque transmission is large. Therefore, the vehicle is not suddenly accelerated at the first speed, where the amount of torque transmitted is large, and the shock at the time of starting is reduced. Further, in this state, although the oil pressure in the oil passages 606 and 624 is reduced as described above, the oil pressure in the oil passages 594 and 448 is not reduced due to the action of the orifice 608.

Note that in this embodiment, the manual valve 106 is
Although the structure is configured so that the creep prevention effect works in any of the D ₄ , D ₃ , 2, and L ranges, an open/close switch is connected in series with the pedal switch 619, and the open/close switch can be operated at the driver's discretion. If configured to open in a specific range by operation or in conjunction with the gear shift lever, the opening/closing switch can be manually opened or the gear shift lever can be moved to a specific range without depressing the accelerator pedal. By doing so, the solenoid 612 of the solenoid valve 126 can be demagnetized, and the creep of the vehicle can be obtained.

Next, the _D4 range is stopped, that is, the clutch is in the 3
When the first gear transmission 34 is locked up due to the engagement of the brake 56 and the first gear transmission 34, when the accelerator pedal is depressed beyond the play range in order to start, the pedal switch 619 is opened and the vehicle moves along the path described above. Since the clutch 30 and the brake 56 are released, the clock-up of the first gear transmission 34 is released, and at the same time, the clock-up of the first gear transmission 34 is released, and at the same time, the clock-up of the first gear transmission ₃₄ is released.
As shown in FIG. 2, the first gear is achieved by engaging the clutch 30 and the one-way clutches 54 and 80, and the vehicle begins to run. When the speed of the vehicle exceeds 7 to 10 km/h, governor pressure Pg is generated in the oil passage 368 by the action of the governor valve 112, and the governor pressure Pg is applied to the stop detection valve 124 via the oil passage 374. The spool valve 5 of the valve 124
90 is moved to the left in the figure. For this reason,
The oil passage 448 is closed by the land 600, and the oil passage 594 is communicated with the oil drain passage 598, so that the oil passage 59 on the upstream side in the flow permissible direction of the check valve 604 is closed.
The line pressure Pl inside the vehicle is discharged, thereby reliably preventing the creep prevention action from working for some reason during driving. Note that the oil passage 594 and orifice 6 on the downstream side in the flow permissible direction of the check valve 604
Line pressure Pl in the oil passage 606 on the oil passage 594 side of 08
is the opening 616 and the oil drain passage 6 via the oil passage 606.
It is gradually discharged from 10 onwards.

The governor pressure Pg increases as the vehicle speed increases, and both spool valves 43 of the 1-2 shift valve 118
When the leftward pressing force of the governor pressure Pg becomes larger than the resultant force of the throttle pressure Pt supplied from the spring 442 and the oil passages 328, 330, which presses the valve 8,440 to the right, lst→2nd ( D ₄ D ₃
Throttle valve opening and output shaft 76 shown in solid line in 2)
In the relationship between the throttle pressure Pt and the governor pressure Pg, both the spool valves 438 and 44
0 is moved to the left to the second gear position. For this reason,
Since the oil passage 268 is communicated with the oil passage 446 via the lands 474 and 476, the line pressure Pl is transferred to the land 5 of the 2-3 shift valve 120 via the oil passage 446.
26,528 and oil passage 486
The hydraulic pressure is supplied to the hydraulic chamber 488 of the servo device 42a, and the piston 740 of the servo device 42a is moved to the left against the pressing force of the spring 742, thereby engaging the brake 42. Therefore, in Figure 2
As shown at _D4.2nd , the clutch 28, brake 42, and one-way clutch 80 are engaged to achieve the second gear in the gear transmission. Note that the lands 526 and 52 of the 2-3 shift valve 120
The line pressure Pl supplied between 8 and 8 is supplied to the pressure reducing valve 132 via the oil path 512 and moves the spool valve 674 to the left, but this is due to the shift from 2nd speed to 3rd speed in the D ₃ range, which will be described later. This is an operation required when changing gears, and in the _D4 range, the pressure reducing valve 132
Since there is no oil pressure in the oil passage 564 that communicates with the engine, there is no effect on anything else.

The line pressure Pl supplied to the hydraulic chamber 488 of the servo device 42a is simultaneously supplied to the lower chamber 722b of the accumulator 138 via the oil passage 496. Therefore, from the oil passage 270 to the upper chamber 722a.
The piston 724, which had been previously positioned downward, is moved upward by the line pressure Pl supplied to the line pressure Pl, and the volume of the lower chamber 722b is increased, so that the orifice 492 installed in the oil passage 486 also acts. In addition, the hydraulic chamber 488 of the servo device 42a
The oil pressure inside the pump gradually increases over a predetermined period of time.
Therefore, sudden engagement of the brake 42 is prevented, and shock during shifting from first gear to second gear is alleviated.

On the other hand, by displacing both spool valves 438 and 440 of the 1-2 shift valve 118 to the second speed position, the oil passage 44 communicates with the stop detection valve 124.
8 is communicated with the oil drain passage 454, and the hydraulic pressure in the oil passage 448 is completely discharged, which further reliably prevents the anti-creep effect from working for some reason during driving. In other words, the creep prevention function is configured so that it does not work unless the 1-2 shift valve 118 is in the first gear position on the right in the figure, that is, unless the vehicle speed decreases considerably.

Furthermore, when the 1-2 shift valve 118 is in the second speed position, the oil passages 328 and 330 that were supplying the throttle pressure Pt to the shift valve 118 are blocked by the lands 480 and 484, respectively. The lands 478 and 480 are connected to the oil drain path 456, and the lands 482 and 484 are connected to the oil path 342, which is connected to the oil drain path 298 via the oil path 290 and the throttle valve 108, so that the spool valve The only force that presses 438 and 440 to the right is the pressing force of spring 442. Therefore, if the vehicle speed decreases when the 2nd gear is achieved and the throttle valve opening is 85% or less without causing kickdown, the shift from 2nd gear to 1st gear will be as shown in Figure 5. This occurs only when the vehicle speed is slower than the vehicle speed at which the shift from 1st gear to 2nd gear occurs, and below a substantially constant vehicle speed, as shown by the broken line from 2nd → lst (D ₄ , D ₃ , 2). becomes. That is, the 1-2 shift valve 118 also has a hysteresis characteristic similar to that of the 2-3 shift valve 120 described above. In addition, when the throttle valve opening is 85% or less and the gear is in 2nd gear, the throttle valve opening is 85% or less.
If the above kickdown is performed, the manual valve 10
6 and the throttle valve 108.
Line pressure Pl from oil passages 292 and 288, between lands 310 and 312 of spool valve 278,
90, 342 between the lands 480, 482 of the spool valve 440, the vehicle speed is below a predetermined value (approximately 40 km/h or below in the case of this embodiment).
In this case, the above line pressure Pl and spring 442
Both spools 438, 440 are moved to the right by the pressing force, and a downshift to the first speed is performed.

The 2-3 shift valve 120 has achieved the second speed and the hydraulic chamber 488 of the servo device 42a and the spool valves 502, 504 are in the second speed position on the right side in the figure.
When the vehicle speed further increases from the state where line pressure Pl is being supplied between lands 526 and 528,
Due to the increase in governor pressure Pg,
In the relationship shown by the solid line from 2nd to 3rd (D ₄ , D ₃ ) in FIG. 5, the spool valves 502 and 504 are moved to the left third speed position. Therefore, the oil passage 446 passes between the lands 526 and 528 to the oil passages 510 and 5.
18, the line pressure Pl is connected to the oil passage 510.
is guided to the 3-4 shift valve 122 via the oil passage 518, and is supplied to the hydraulic chamber 538 on the release side of the servo device 42a.
The piston 740 is moved to the right in the figure against the pressing force by the line pressure Pl supplied to the hydraulic chamber 488 due to the difference in pressure receiving area, and the brake 42 is released. At the same time, the line pressure Pl is supplied to the clutch 30 via the oil passage 540, the switching valve 146, the oil passage 272, the transmission lock valve 128, and the oil passage 636, and engages the clutch 30 to shift to the third gear. stage is achieved, but at that time the accelerator pedal is depressed, and the throttle valve opening and output shaft 7
6 is outside the shaded area in FIG. 4 above, the throttle pressure Pt is
From oil passages 292, 332, switching valve 142, oil passage 3
Engine brake discrimination valve 1 via 38, 340
36 and the spool valve 70 of the same valve 136
6 along with the pressing force of the spring 708 and the governor pressure.
Since the oil passages 710 and 712 are positioned to the right in the drawing against the pressing force of Pg, the oil passages 710 and 712 are communicated with each other, and the pressure oil flowing through the oil passage 540 bypasses the orifice 550. via clutch 30
Therefore, almost no neutral state occurs between the release of the brake 42 and the engagement of the clutch 30. This prevents engine overspeed and reduces shift shock.

In addition, the shift from 2nd gear to 3rd gear is performed by a lift-up shift by releasing the accelerator pedal.
In other words, if the throttle pressure Pt is reduced, the throttle valve opening and the output shaft 76
When the rotational speed is within the shaded area in FIG.
The oil passage 71 is displaced to the left in the figure against the pressing force of
Communication between 0 and 712 is cut off, and the pressure oil flowing through the oil passage 540 passes only through the orifice 550 and is supplied to the clutch 30. A neutral state occurs. As a result, the third speed is achieved after the engine rotation has sufficiently decreased to a value corresponding to the vehicle speed at the time of the gear change, so that the shift shock is reduced. As mentioned above, during this lift-up shift, when the throttle valve opening degree and the rotation speed of the output shaft 76 are outside the shaded area in FIG. death,
A neutral state does not occur between the release of the brake 42 and the engagement of the clutch 30.

During the shift from the second speed to the third speed, the servo device 42a has substantially the same function as the accumulator 138, so the engine brake discrimination valve 13
In addition to the effect of 6, it is possible to further reduce the shift shock.

Spool valve 50 of the 2-3 shift valve 120
2,504 to the left to achieve the third gear, the line pressure supplied to the oil passage 518
Pl is connected to both spool valves 502 and 5 through an oil path 520.
Guided between 04 (between lands 524 and 532),
The 2-3 shift valve 118 is given the above-mentioned hysteresis characteristic in which the shift from 3rd speed to 2nd speed occurs at a slower vehicle speed than the shift from 2nd speed to 3rd speed, and the hysteresis characteristic of this 2-3 shift valve 120 is Due to the characteristics and the hysteresis characteristics of the 1-2 shift valve 118 described above, when the vehicle speed decreases after the third gear is achieved, or when the accelerator pedal is depressed for acceleration, the throttle valve opening is approximately 45 degrees. % or less, the 3rd gear is maintained until the 1-2 shift valve reaches the 1st gear position (directly downshifted from 3rd gear to 1st gear), and the throttle valve opening is approximately 45%. When the ratio is 85% or less, the throttle pressure control valve 110 operates to change the speed from 3rd gear to 2nd gear or from 3rd gear to 1st gear with the following characteristics.
A speed downshift is performed.

That is, when the 2-3 shift valve 120 is in the third gear position on the left, the oil passage 29 is opened from the throttle valve 108.
2,332,334, throttle pressure control valve 11
0, throttle pressure Pt is supplied between the lands 528 and 530 via the oil passage 354, and both lands 528,
Due to the pressure receiving area difference of 530, the throttle pressure Pt is
Together with the line pressure Pl supplied from the oil passage 520 to the right end surface of the land 524, it acts as a force that presses the spool valve 502 to the left. In this state, when the accelerator pedal is suddenly depressed to increase the throttle valve opening to 45 to 85% in order to obtain a relatively large acceleration, the piston 286 of the throttle valve 108 suddenly moves to the left, causing the oil chamber 318 to move inside the oil chamber 318. oil is in oil line 3
02, the oil pressure in the oil passage 302 instantly exceeds a predetermined value (approximately 0.4 kg/cm ² ) due to the action of the check valve 322 and orifice 320, which are closed. Then, the oil passage 30 becomes equal to or higher than the predetermined value.
The spool valve 350 of the throttle pressure control valve 110 is moved to the right in the figure by the oil pressure in the oil passage 33.
4 is closed by the land 364, and the oil passages 354 and 290 are communicated with each other. When the throttle valve opening is 85% or less, the oil passage 290
Since the throttle valve 108 communicates with the oil drain passage 298, the throttle pressure Pt that was being supplied between the lands 528 and 530 of the 2-3 shift valve 120 is discharged, and the leftward pressing force of the spool valve 502 is reduced. is only the governor pressure Pg and the line pressure Pl acting on the right end surface of the land 524. For this reason, oil path 3
Due to the line pressure Pt increased by pressing the accelerator pedal supplied from 38, 3rd→
In the relationship indicated by the broken line 2nd (sudden D ₄ , D ₃ ), 2
-3 Spool valves 502, 504 of shift valve 120
is displaced to the second gear position on the right, so even if the amount of depression of the accelerator pedal is relatively small, a downshift to second gear occurs in response to the speed of depression, resulting in a relatively large acceleration. Obtainable.
The spool valve 350 of the throttle pressure control valve 110 is momentarily moved to the right (for several seconds) by the increase in the oil pressure in the oil passage 302, and the next instant, the oil pressure in the oil passage 302 is decreased. It is returned to the initial left position (the position shown in the figure) by the pressing force of the spring 352, and the oil passages 334 and 354 are connected again, and the throttle pressure Pt is supplied to the oil passage 354, but during this time the 2-3 shift is Spool valve 502,5 of valve 120
04 is displaced to the second gear position and the second gear is achieved, the oil passage 354 is moved to the land 530.
Therefore, the hysteresis characteristics described above are not affected in any way. On the other hand, when the 2-3 shift valve is in the 3rd gear position on the left, throttle pressure Pt is supplied between lands 528 and 530, and the 3rd gear has been achieved, the accelerator pedal is slowly depressed. In this case, since the oil pressure in the oil passage 302 does not reach a predetermined value, the spool valve 350 of the throttle pressure control valve 110
is not displaced to the right, the oil passages 336 and 354 remain in communication, and the throttle pressure Pt is not discharged from between the lands 528 and 530 of the 2-3 shift valve 120. Therefore, the force pushing the spool valve 502 to the left is large, and the throttle valve opening (throttle pressure Pt) is quite large during the shift from 3rd to 2nd speed (in this embodiment, the throttle valve opening is approximately 77
% to 85%), and relatively vehicle speed (governor pressure
Pg) is low, and is not induced until the relationship shown by the broken line from 3rd to 2nd (gentle D ₄ , D ₃ ) in FIG. 5 is reached. Therefore, the 3rd gear is maintained in a fairly wide range of operating conditions, and the 3rd gear provides slow acceleration, and the shift shock when the shift to the 2nd gear is triggered is maintained. No smoother driving is achieved.

Furthermore, if the vehicle speed decreases while the throttle valve opening remains constant between 45% and 77%, 1
-2 shift valve 118 and 2-3 shift valve 120
Due to the hysteresis characteristic of
The above condition is constant between 77% and 85%.
The gear is shifted down from the third gear to the second gear in the relationship shown by the broken line of 3rd→2nd (gentle D ₄ , D ₃ ).

Also, when the throttle valve opening is 85% or less and the gear is in 3rd gear, the throttle valve opening is
When the kickdown is performed to 85% or more, the line pressure Pl from the oil passage 240 communicating with the throttle valve 108 is reduced to oil passages 292, 288, lands 310, 3.
12, lands 532, 5 of the 2-3 shift valve 120 via oil passages 290, 342, 344, 346.
34, and also acts on the left end surface of the land 530 via the oil passage 292, the oil passage 332, the switching valve 142, and the oil passage 338, so that the vehicle speed is maintained at a predetermined level regardless of the speed at which the accelerator pedal is depressed. (approximately 90 km/h in the case of this embodiment), the spool valves 502 and 504 are moved to the right by the line pressure Pl and the pressing force of the spring 506, resulting in a downshift to 2nd gear. was carried out,
If the vehicle speed is below 40km/h, an additional 1-2
Since the shift valve 118 is also moved to the right by the line pressure Pl from the throttle valve 108, a downshift from third speed to first speed is performed. Note that when both spool valves 502, 504 of the 2-3 shift valve 120 are in the right second speed position, the line pressure Pl from the throttle valve 108 is supplied between the lands 528, 530 via the oil path 344. This creates a force that pushes the spool valve 502 to the left, so if the operating condition is maintained where the throttle valve opening is 85% or more, the next shift from 2nd gear to 3rd gear will occur at a relatively low vehicle speed. (In the case of this example, approximately 95
Km/h) to prevent engine overspeed.

Furthermore, when shifting from 3rd gear to 2nd gear, especially when downshifting from 3rd gear to 2nd gear by depressing the accelerator pedal, the vehicle speed is approximately
When the speed is over 40km/h, the bypass valve 130
The spool valve 662 is moved to the left by the governor pressure Pg against the pressing force of the spring 664,
Oil passage 6 communicates with oil passage 636 (clutch 30) via transmission lock valve 128.
38 and the oil passage 542, the line pressure Pl supplied to the clutch 30 is transferred to the oil passage 2 through the oil passage 638, the bypass valve 130, and the oil passages 542, 520.
-3 The oil is smoothly discharged from the drain passage 522 of the shift valve. Therefore, a neutral state occurs between the release of the clutch 30 and the engagement of the brake 42, and the engine rotational speed can be increased to a value corresponding to the vehicle speed at the time of gear shifting, so the shift from 3rd gear to 2nd gear is possible. The shift shock during gear shifting is reduced.

Furthermore, when the third gear is achieved,
2-3 From the shift valve 120 to the oil passages 518, 540,
The clutch 3 is connected via the switching valve 146, oil passage 272, transmission lock valve 128, and oil passage 636
0 is supplied to the transmission lock valve 128 via an oil passage 632 branched from the oil passage 272, and presses the spool valve 628 to the right, thereby preventing creep while driving. If the spool valve 628 is in the left position in the figure for some reason, it is surely moved to the right to prevent the entire transmission from being locked up. It is something.

The oil passage 5 communicates with the 3-4 shift valve 122 located at the third speed position on the right side in the figure when the third speed is achieved.
When the vehicle speed further increases from the state in which line pressure Pl is supplied to 10, the governor pressure Pg increases accordingly, causing the change from 3rd to 4th in Figure 5.
In the relationship shown by the solid line (D ₄ ), the spool valves 558 and 560 of the 3-4 shift valve 122 are moved to the left fourth speed position. Therefore, the oil passage 510 is communicated with the oil passage 566 via the lands 578 and 580, and the line pressure Pl is supplied to the clutch 84 via the oil passage 566, the downshift valve 134, and the oil passage 694. , so the second
Clutches 28, 30, 8 as shown in Figure D ₄ and 4th
4 is engaged, and the fourth gear is achieved. At this time, in the 3-4 shift valve 122, the pressure reducing valve 13
2. Oil passage 564, which communicates with the brake 82 via the oil passage 678 switching valve 144, oil passage 498, transmission lock valve 128, and oil passage 634, is communicated with the oil drain passage 568, and the oil pressure to the brake 82 is controlled. Since the supply is reliably prevented, the second gear transmission 60
lockup is prevented. In addition, D ₄
In other gears in the range, the second gear transmission 60 only has the one-way clutch 80 locked, so simply engaging and disengaging the clutch 84 is enough to shift from 3rd gear to 4th gear or from 4th gear to 4th gear. 3
It is possible to achieve speed changes.

Even when the above-mentioned 4th speed is achieved and the vehicle speed is extremely high, the throttle valve opening is 85%.
% or more, the throttle valve 108 to the oil passage 29
2,342,344,346,2-3 shift valve 1
20, downshift valve 134 via oil passage 514
When the line pressure Pl is supplied, the spool valve 690 is moved by the spring 692 due to the pressing force of the line pressure Pl.
The oil passage 5 is moved to the left against the pressing force of
66 is closed by the land 702, and the oil passage 694 is communicated with the oil drain passage 698, and the hydraulic pressure in the clutch 84 is discharged and the clutch 84 is released, resulting in a downshift to third gear. be. That is, the transmission in this embodiment is such that the maximum speed of the vehicle can be obtained in the third gear, and the fourth gear is provided solely to reduce fuel consumption.

Furthermore, when the 3-4 shift valve 122 is in the 4th speed position, the line pressure Pl supplied between the lands 578 and 580 and the oil passage 3 from the throttle pressure control valve 110
54, 2-3 shift valve 120 and the throttle pressure Pt supplied between the lands 580 and 582 via the oil passage 508, due to the difference in pressure receiving area of each land B, moves the spool valve 558 to the left in the figure. Since it acts as a pressing force, the throttle valve opening degree is 0 to 85.
If the vehicle speed changes between %, 4th gear → 3rd gear
The speed change occurs at a speed slower than the vehicle speed at which the shift from 3rd to 4th speed occurs, and depending on the speed at which the accelerator pedal is depressed, the speed change occurs from 4th to 3rd in Figure 5.
This occurs in two types of relationships shown by the two broken lines: (steep D ₄ ) and 4th→3rd (slow D ₄ ). That is,
The 3-4 shift valve 122 also has other shift valves, especially the 2-4 shift valve 122.
It is similar to the 3-shift valve 120 and has hysteresis characteristics.

Furthermore, if the vehicle speed decreases after the above-mentioned 4th gear is achieved, and then a kickdown is performed,
The gears are shifted to each gear depending on the vehicle speed at that time.

Furthermore, when the manual valve 106 is set to the D ₃ range in the state where the fourth speed is achieved, the oil passage 158 that was in communication with the oil passages 240 and 238 in the D ₄ range is further communicated with the oil passage 236. ,
Line pressure Pl is supplied to the left end of the spool valve 558 of the 3-4 shift valve 122 through the oil passage 236, and both spool valves 558, 560 are shifted to the right third gear regardless of vehicle speed, throttle valve opening, etc. Since the clutch 84 is displaced to the position, the line pressure Pl supplied to the clutch 84 is discharged from the oil drain passage 570 via the oil passage 694, the downshift valve 134, the oil passage 566, and the 3-4 shift valve 122, and the clutch 84 is released, and the third gear is achieved. At the same time, the line pressure Pl supplied to the 3-4 shift valve 122 via the oil passage 236 is further transferred to the oil passage 564 and the pressure reducing valve 13.
2, the oil is supplied to the brake 82 through the oil passage 678, the switching valve 144, the oil passage 498, the transmission lock valve 128, and the oil passage 634;
engage. Therefore, the second gear transmission 60
Since the sun gear 70 is completely fixed in both forward and reverse rotational directions, power can be transmitted from the output shaft 76 to the input shaft 26, and so-called engine braking is possible at the third gear. In addition, at this time, the line pressure Pl supplied to the brake 82 is
is set to a predetermined value (approximately 2Kg/cm ² ) by the pressure reducing valve 132.
Since the pressure is reduced to 1, an appropriate slip occurs at the initial engagement stage of the brake 82, and a shift from the fourth speed of the _D4 range to the third speed of the _D3 range is achieved without causing a shock. .

Next, a case where the manual valve 106 is set to the _D3 range will be described. In this case, the line pressure Pl is transferred from the oil passage 236 to the 3-4 shift valve 122 as described above.
is supplied to fixedly position the spool valves 558, 560 in the third gear position on the right, so that a shift to fourth gear is not achieved even if the vehicle speed increases.

In this case, the 3-4 shift valve 1 is
The line pressure Pl supplied to the brake 82 is supplied to the brake 82 via the oil passage 564, the pressure reducing valve 132, etc.
2) is supplied when the first and third gears are achieved, and when the second gear is achieved, the 1-2 shift valve 11 is supplied.
8 to the spool valve 674 of the pressure reducing valve 132 via the oil passage 446, the 2-3 shift valve 120, and the oil passage 512.
Line pressure Pl is supplied to the right end, and the pressing force of the line pressure Pl causes the spool valve 674 to release the spring 676.
As the oil passage 564 is closed by the land 684 and the oil passage 678 is communicated with the oil drain passage 680, the hydraulic pressure inside the brake 82 is discharged. It is something that will be done.

This means that in order to obtain engine braking in 3rd gear, it is necessary to engage the brake 82, but if the brake 82 is always engaged in the D ₃ range, the transition from 2nd gear to 3rd gear and 3rd speed→
This is because the action of the one-way clutch 80 cannot be utilized when shifting to the second gear, making it difficult to reduce the shift shock. That is, when shifting from 2nd speed to 3rd speed or from 3rd speed to 2nd speed, the brake 42 is released and the clutch 30 is engaged, or the clutch 30 is released and the brake 42 is engaged.
At this time, if the action of the one-way clutch 80 of the second gear transmission 60 is not available, the timing of the release of the brake 42 and the engagement of the clutch 30 or the timing of the release of the clutch 30 and the engagement of the brake 42 may be affected. Unless the timing is controlled extremely accurately according to the vehicle speed and throttle valve opening, a shift shock will occur, but if the action of the one-way clutch 80 can be utilized, a shift shock will occur even if the timing is not controlled as accurately as shown above. It never happens. In addition, when shifting from 1st gear to 2nd gear or 2nd gear to 1st gear,
One-way clutch 54 of first gear transmission 34
Therefore, even if the brake 82 is engaged, a shift shock will not occur. For this reason, in the D ₃ range 2nd speed,
In order to release the brake 82, it is necessary to supply line pressure Pl to the right end of the pressure reducing valve 132.

In addition, the shift characteristics of 1st speed → 2nd speed, 2nd speed → 3rd speed, 3rd speed → 2nd speed, and 2nd speed → 1st speed in the D ₃ range are as follows:
As is clear from FIG. 5, the shift characteristics are no different from those in the D4 range, except that the brake 82 is engaged in the _D4 range and engine braking is applied in both gears.

In addition, in the _D3 range, the line pressure Pl supplied to the brake 82 is reduced to about 2 kg/cm ² , so the torque transmission capacity of the brake 82 is relatively small, although it is somewhat insufficient during forward drive. During the forward drive, the one-way clutch 80 can take over the driving force, so there is no problem, and by keeping the hydraulic pressure to the brake 82 low, the shift from 2nd speed to 3rd speed in the D ₃ range is possible. Coupled with the action of the one-way clutch 80, the gear shift can be achieved extremely smoothly and without any shift shock.

When the manual valve 106 is set to the _D4 range in a state where the third speed of the _D3 range is achieved, the oil passage 236 is connected to the land 254 of the manual valve 106 and the cylindrical hole 2.
26 and communicates with the opening 248 through the gap 3-
Since the line pressure Pl is discharged from the right end of the spool valve 558 of the 4-shift valve 122, the vehicle speed (governor pressure Pg) and throttle valve opening (throttle pressure Pt)
Accordingly, the shift to the fourth speed is achieved according to the relationship shown by the solid line from 3rd to 4th (D ₄ ) in FIG. When the fourth speed is achieved, the hydraulic pressure supplied to the brake 82 is discharged through the oil passage 236 or the oil drain passage 568 of the 3-4 shift valve 122.
In this case, due to the action of the check valve 686 interposed between the oil passages 678 and 564, even if the spool valve 674 of the pressure reducing valve 132 becomes stuck for some reason, the hydraulic pressure of the brake 82 can be smoothly discharged. be. That is, if the check valve 686 does not exist, and the spool valve 674 becomes stuck at the oil pressure adjustment position due to oil pressure leakage or the like, the land 684 will substantially block the oil passage 564 at the same position, and the oil passage 678 Since the hydraulic pressure inside the brake 82 is not discharged and the brake 82 remains engaged, the 3-4 shift valve 12 remains in the engaged state.
2 is the 4th gear position and line pressure is applied to the clutch 84.
When Pl is supplied and the clutch 84 is engaged,
There is a risk that the second gear transmission 60 will drop up and the vehicle will come to a sudden stop. However, by interposing the check valve 686 between the oil passages 678 and 564, this danger can be eliminated. Note that hydraulic pressure is supplied to the brake 82. Sometimes, the oil pressure in oil passage 564 is higher than the oil pressure in oil passage 678, so check valve 686 will never open.

From the state in which the third or fourth gear in the D ₃ or D ₄ range has been achieved, the vehicle speed can be adjusted by releasing the accelerator pedal or by using the vehicle's brake system. As the value of
When shifting from speed to second speed, the bypass valve 130
Alternatively, the clutch 30 and the servo device 42a are
The hydraulic pressure in the hydraulic chamber 538 is quickly discharged, and the second
When shifting from speed to first speed, the hydraulic pressure in the hydraulic chamber 488 of the servo device 42a is quickly discharged by the action of a check valve 494 installed in the oil passage 486, thereby reducing the shift shock. Then, the first gear is achieved and the vehicle speed is approximately 7 to 10 km/h.
When the pressure is less than h, the governor pressure Pg becomes approximately 0Kg/ ^cm2 ,
The spool valve 590 of the stop detection valve 124 is moved to the left by the pressing force of the spring 592, and the oil passage 4 is moved from the oil passage 268 via the 1-2 shift valve 118.
The line pressure Pl supplied to the stop detection valve 124 is further applied between the lands 600 and 602 of the stop detection valve 124,
94, 606, and 624 to the transmission lock valve 128.
spool valve 628 is moved to the left (in this case, the accelerator pedal is released, so the pedal switch 619 is opened and the solenoid valve 126 closes the opening 616 of the oil passage 606), and as described above. Line pressure Pl in oil passage 594 is supplied to clutch 30 via oil passage 636 and to brake 56 via oil passage 640. Therefore, the first gear transmission 34 is clocked up before the clutch 30 and the brake 56 are engaged and the vehicle comes to a complete stop, but the oil passage 634 for supplying hydraulic pressure to the brake 82 is closed to the transmission. The brake 82 is reliably released by communicating with the oil drain passage 642 at the lock valve 128, and coasting forward is enabled by the action of the one-way clutch 80 of the second gear transmission 60, so the transmission The entire vehicle is not locked up and the vehicle is stopped abruptly, but the vehicle's brake system allows the vehicle to come to a slow stop.

Next, a case where the manual valve 106 has two ranges will be described. Move the spool valve 228 and
In the case of a microwave, the land 252 is connected to the oil passages 232, 2.
Located between 34 and 158 oil passages 240 and 23
8,236 as well as the oil passage 234, the line pressure Pl is applied to the switching valve 14 via the oil passage 234.
2 through the oil passage 260.
It is supplied between lands 534 and 536 of the 3-shift valve 120. Throttle pressure Pt is supplied to the switching valve 142 via the oil passage 332, but the oil passage 2
Since the oil pressure supplied from 34 is a line pressure Pl higher than the throttle pressure Pt, the same line pressure Pl is supplied to the left end of the land 530 of the 2-3 shift valve 120 via the oil passage 338 and the oil passage 340. It leads to the left end portion of the land 716 of the engine brake discrimination valve 136 through it. Therefore, both spool valves 502 and 504 of the 2-3 shift valve 120 are fixedly located at the 2nd speed position on the right side in the figure, so when driving in 3rd or 4th speed, the spool valves 502 and 504 of the 2-3 shift valve 120 When the range is selected, the hydraulic pressure in the hydraulic chamber 538 of the clutch 30 and the servo device 42a is discharged from the 2-3 shift valve 120, and the hydraulic pressure in the clutch 84 is changed to the right side in the figure by the line pressure Pl supplied from the oil passage 236. 3-4 shift valve 12 fixedly located in third gear position
2 and the 2nd gear is achieved, and if 1st, 2nd, or 2nd range is selected when the vehicle is stopped, 3rd or 4th gear will be shifted even if the vehicle speed increases. Shifting to a higher speed cannot be achieved. Note that when shifting from 3rd or 4th gear to 2nd gear when the vehicle speed is approximately 40 km/h or less (when the spool valve 662 of the bypass valve 130 is in the right position as shown in the figure), the engine brake discrimination valve is activated. Since the oil passages 710 and 712 are in communication with each other at 136, the hydraulic pressure can be discharged from the clutch 30 in a relatively short time, and the speed can be changed in a short time. On the other hand, from the oil passage 260 to 2-3
The line pressure Pl guided to the shift valve 120 is further transferred to the land 68 of the pressure reducing valve 132 via the oil passage 516.
2, the spool valve 674 is fixedly located at the right end position together with the pressing force of the spring 676. For this reason, the manual valve 106
In the _D3 range, oil passage 236, 3-4 shift valve 122, oil passage 564, pressure reducing valve 132, oil passage 6
78, the line pressure Pl that was being supplied to the brake 82 via the switching valve 144, oil line 498, transmission lock valve 128, and oil line 634 is no longer reduced by the pressure reducing valve 132, and the line pressure Pl is no longer reduced by the pressure reducing valve 132, and the line pressure Pl is no longer reduced by the pressure reducing valve 132. Since the engine braking action can be exerted and the torque transmission capacity of the brake 82 is increased, the brake 82 can be used even during engine braking in the second speed, which requires large torque transmission.
There is no chance of slippage.

In addition, in the above two ranges, 1st speed → 2nd speed,
The shift characteristics from 2nd gear to 1st gear are as follows, except that in both gears, the line pressure Pl that is not reduced is supplied to the brake 82 and the brake 82 is engaged.
There is no difference in the shifting characteristics from the D ₄ and D ₃ ranges.

Also, in the above two ranges, when the vehicle is stopped, the creep prevention effect works in the same way as in the D ₄ and D ₃ ranges, and this is due to the manual valve 10 described below.
The same applies when 6 becomes the L range.

When the manual valve 106 is in the L range, the oil passage 158
is further communicated with the oil passage 232, so the line pressure Pl is guided to the range control valve 116 via the oil passage 232. At this time, if the vehicle is running at approximately 50 km/h or more in the second gear, the spool valve 4 of the valve 116 will
22 is located on the left side and the oil passage 232 is blocked by the land 426, so the line pressure Pl in the oil passage 232 is not supplied anywhere and is
The same gear position is maintained. Then, when the vehicle speed becomes approximately 50 km/h or less, the spool valve 422 is moved to the right by the pressing force of the spring 424, and the oil passages 232 and 430 are communicated with each other, so that the line pressure Pl is lower than that of the valve 116. is supplied to the left side of the 1-2 shift valve 1 via an oil passage 432.
18 and displaces both spool valves 438, 440 of the same valve 118 to the first speed position.
Therefore, the oil pressure in the hydraulic chamber 488 of the servo device 42a is transferred to the oil drain path 456 via the oil paths 486 and 446.
The brake 42 is released and the line pressure Pl from the oil passage 432 is discharged from the oil passage 432.
44, 1-2 Land 468, 4 of shift valve 118
70, the oil is supplied to the brake 56 through the oil passage 450, the transmission lock valve 128, and the oil passage 640, and the brake 56 is engaged, so that the first gear is achieved. At this time, the line pressure Pl supplied to the brake 56 is initially
The check valve 458 installed in the brake 56 is opened, and the brake 56
When the oil passages 432 and 462 enter the engaged state, the flow reaches the oil drain passage 452 through the oil passages 432 and 462, and both oil passages 462 and
The pressure is reduced to a predetermined value according to the ratio of the flow rates (inner diameters) of an orifice 460 and an orifice 464 installed in the orifice 452. When the first gear is achieved, the line pressure Pl is supplied to the left end of the land 428 of the range control valve 116 to fixedly position the spool valve 422 on the right side, and the line pressure Pl is supplied to the left side of the spool valve 438 of the 1-2 shift valve 118 via the oil passage 432 (in this case, the line pressure Pl in the oil passage 432 does not decrease due to the action of the orifice 460), and the valve 118 spool valve 438,
440 is fixedly located at the first speed position,
Even if the vehicle speed becomes 50 km/h or higher again, the spool valve 422 of the range control valve 116 is not displaced to the left and the oil passages 232 and 430 remain in communication, and the first gear is maintained and the second gear is It cannot be shifted to a higher speed.

On the other hand, the reduced line pressure in the oil passage 450
Pl is also supplied to the switching valve 144 via the oil passage 490, but in this case, the switching valve 144 has a manual valve 10
When 6 is set to 2 ranges, the oil path 23 as shown above
6, 3-4 Since the unreduced line pressure Pl is supplied through the shift valve 122, oil passage 564, pressure reducing valve 132, and oil passage 678, the unreduced line pressure Pl is supplied to the oil passage 498, It is supplied to the brake 82 via the transmission lock valve 128 and oil passage 634.

As is clear from the above, according to the above embodiment, the oil passage 238 that supplies hydraulic pressure to the clutch 28 is provided with a check valve 264 and an orifice 262 in parallel, which allow only the discharge of hydraulic pressure from the clutch 28. Transmission lock valve 12
Since a check valve 604 that only allows oil pressure to be supplied to the clutch 30 and brake 56 is provided in the oil passage 594 that supplies oil pressure to the clutch 30 and brake 56 via the clutch 30 and the brake 56, when the vehicle is stopped, the manual valve 106 from N range to D ₄ , D ₃ , 2,
When displacement is made to either of the L ranges, the supply of hydraulic pressure to the clutch 28 is delayed by the action of the orifice 262, and the clutch 28 is engaged later than the clutch 30 and the brake 56, resulting in a forward shift. The gears are not achieved and no shift shock occurs. In addition, manual valve 10
When the clutch 60 is displaced from one of the D ₄ , D ₃ , 2, and L ranges to the N range, the discharge of hydraulic pressure from the clutch 30 and the brake 56 is delayed by the action of the check valve 604, and the clutch 30 and the brake 56 are delayed. 30. Since the release of the brake 56 is slower than the release of the clutch 28, the forward gear stage is not achieved even instantaneously, and the occurrence of shift shock can be prevented.

In the above embodiment, the clutch 30 and the brake 56 are engaged in order to obtain a creep prevention effect, but as can be understood from the explanation of the above embodiment, this is because the first gear transmission 34
It is sufficient to combine two friction elements as appropriate from the three friction elements of the clutch 30 and the brakes 42 and 56 and engage them simultaneously with the clutch 28 in order to achieve the desired gear position. Further, each clutch 28, 30 is provided with a friction brake device that can stop the rotation of the input shaft 26 when engaged.
The brakes 42 and 56 may also be provided within the first gear transmission 34 completely separately.

[Brief explanation of the drawing]

FIG. 1 is a schematic diagram showing the schematic structure of a power transmission section of an automatic transmission provided in one embodiment of the present invention, and FIG.
The figure is a table showing the relationship between the operation of each friction element and the gear status in the power transmission section shown in Fig. 1, and Fig. 3 shows each part of the circuit in order to show the completed hydraulic circuit in the above embodiment. Figures 3A to 3E show
FIG. 4 is a graph explaining the operating characteristics of the engine brake discrimination valve 136 installed in the hydraulic circuit shown in FIG. 3, and FIG. 5 is a diagram showing the hydraulic pressure shown in FIG. 3 above. It is a graph showing the speed change characteristics obtained by the circuit. 10... Crankshaft, 14... Torque converter, 28, 30, 84... Clutch, 34... First gear transmission, 42, 56, 82... Brake, 54, 80... One-way clutch, 60...
...Second gear transmission, 76...Output shaft, 106...
...Manual valve, 108...Throttle valve, 110...
Throttle pressure control valve, 112... Governor valve, 11
4... Governor control valve, 116... Range control valve, 118... 1-2 shift valve, 120...
2-3 shift valve, 122...3-4 shift valve, 1
24...Stop detection valve, 126...Solenoid valve,
128...Transmission lock valve, 130
... Bypass valve, 132 ... Pressure reducing valve, 134 ...
Downshift valve, 136...Engine brake discrimination valve, 284...Cylinder, 286...Piston, 619...Pedal switch.

Claims (1)

[Claims] 1. An input shaft connected to the output side of a turbo fluid transmission device, an output shaft driven by the input shaft, and an output shaft provided between the two shafts and engaged when a forward gear stage is achieved. A gear transmission that achieves a plurality of gears by automatically or manually hydraulically selectively operating a plurality of friction elements including a forward friction element that is coupled together;
Another friction element configured to fix the input shaft when engaged alone or together with the forward friction element, which blocks the transmission of power from the input shaft to the output shaft to the gear transmission. A manual valve device having a first position for achieving a neutral state and a second position for achieving a forward gear among the plurality of gears;
a hydraulic control device configured to supply hydraulic pressure to the other friction element to engage the other friction element when the vehicle is held in position and the traveling speed of the vehicle and the amount of depression of the accelerator pedal become less than a predetermined value; ,
The manual valve device is interposed in a hydraulic circuit that supplies hydraulic pressure to the forward movement friction element, and operates the manual valve device from a first position to a second position when the traveling speed of the vehicle and the amount of depression of the accelerator pedal are below a predetermined value. An automatic transmission for a vehicle, comprising a supply delay means for delaying the supply of hydraulic pressure to the forward friction element from the supply of hydraulic pressure to the other friction elements when the forward friction element is moved. 2. An input shaft connected to the output side of the turbo fluid transmission device, an output shaft driven by the input shaft, and a forward friction provided between the two shafts and engaged when a forward gear is achieved. A gear transmission device that achieves a plurality of gears by automatically or manually hydraulically selectively actuating a plurality of friction elements including a plurality of friction elements;
Another friction element configured to fix the input shaft when engaged alone or together with the forward friction element, which blocks the transmission of power from the input shaft to the output shaft to the gear transmission. A manual valve device having a first position for achieving a neutral state and a second position for achieving a forward gear among the plurality of gears;
a hydraulic control device configured to supply hydraulic pressure to the other friction element to engage the other friction element when the vehicle is held in position and the traveling speed of the vehicle and the amount of depression of the accelerator pedal become less than a predetermined value; ,
The manual valve device is interposed in a hydraulic circuit that supplies hydraulic pressure to the other friction element, and the manual valve device is moved from a state in which the other friction element is engaged to the second position to the first position. An automatic transmission for a vehicle, comprising a discharge delay means for delaying the discharge of hydraulic pressure from the other friction element than the discharge of hydraulic pressure from the forward friction element when activated. 3. An input shaft connected to the output side of the turbo fluid transmission device, an output shaft driven by the input shaft, and a forward friction provided between the two shafts and engaged when a forward gear is achieved. A gear transmission device that achieves a plurality of gears by automatically or manually hydraulically selectively actuating a plurality of friction elements including a plurality of friction elements;
Another friction element configured to fix the input shaft when engaged alone or together with the forward friction element, which blocks the transmission of power from the input shaft to the output shaft to the gear transmission. A manual valve device having a first position for achieving a neutral state and a second position for achieving a forward gear among the plurality of gears;
a hydraulic control device configured to supply hydraulic pressure to the other friction element to engage the other friction element when the vehicle is held in position and the traveling speed of the vehicle and the amount of depression of the accelerator pedal become less than a predetermined value; ,
The manual valve device is interposed in a hydraulic circuit that supplies hydraulic pressure to the forward movement friction element, and operates the manual valve device from a first position to a second position when the traveling speed of the vehicle and the amount of depression of the accelerator pedal are below a predetermined value. a supply delaying means for delaying the supply of hydraulic pressure to the forward movement friction element relative to the supply of hydraulic pressure to the other friction elements, and the manual valve interposed in the hydraulic circuit for supplying hydraulic pressure to the other friction elements. When the manual valve device is operated to the first position from a state in which the device is in the second position and the other friction element is engaged, the hydraulic pressure from the other friction element is discharged from the forward movement friction element. An automatic transmission for a vehicle, comprising a discharge delay means for delaying discharge of hydraulic pressure from the vehicle. 4. The automatic transmission for a vehicle according to claim 1 or 3, wherein the supply delay means comprises an orifice installed in a hydraulic circuit that supplies hydraulic pressure to the forward friction element. . 5. The discharge delaying means comprises a check valve that is interposed in a hydraulic circuit that supplies hydraulic pressure to the other friction element and allows flow of pressure oil only to the other friction element. Range 2nd or 3rd
The automatic transmission of the vehicle described in paragraph. 6. The supply delay means comprises an orifice interposed in a hydraulic circuit that supplies hydraulic pressure to the forward friction element, and the discharge delay means comprises an orifice interposed in a hydraulic circuit that supplies hydraulic pressure to the other friction element. and a check valve that is arranged in parallel with the orifice and that allows only the flow of pressure oil discharged from the forward friction element. Characteristic Claim No. 3
The automatic transmission of the vehicle described in paragraph. 7 The plurality of friction elements include a brake device that achieves one forward gear and a clutch device that achieves another forward gear when engaged together with the forward friction element, and the other 7. The automatic transmission for a vehicle according to claim 1, wherein the friction element comprises the brake device and the clutch device.