CN1034003C - Multiple stage automatic transmission - Google Patents
Multiple stage automatic transmission Download PDFInfo
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- CN1034003C CN1034003C CN 93103729 CN93103729A CN1034003C CN 1034003 C CN1034003 C CN 1034003C CN 93103729 CN93103729 CN 93103729 CN 93103729 A CN93103729 A CN 93103729A CN 1034003 C CN1034003 C CN 1034003C
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Abstract
A multiple stage automatic transmission comprising a main transmission mechanism, a sub-transmission mechanism connected with the main transmission mechanism to introduce a torque therefrom, a frictional element connected with the sub-transmission, and the engaging force of the frictional element being changed at least by two steps in accordance with a shift mode without changing a hydraulic pressure applied for actuating the frictional element. A shift shock can be obviated.
Description
The not authorization application relevant with the present invention is U.S. Patent application the 812nd, No. 814, title is " control system of automatic driver " and U.S. Patent application the 949th, No. 211, title is " gear change system of automatic driver ", and these two patent applications have transferred the application's same cessionary.
The present invention relates to a kind of multiple stage automatic transmission, wherein a main transmission box tandem is connected in a secondary transmission case so that increase the gear shift progression of overall system.
In general, the automatic driver of automobile is provided with a torque converter and a gearshift, and wherein, torque converter amplifies driving engine output and it is passed to a turbine spindle; Gearshift reaches torque turbine spindle and it is reached driving wheel.In general, gearshift is provided with has sun gear, and the sun and planet gear of Ring gear and support, and many friction members and power-transfer clutch, drg, these friction members can be driven so that be engaged or throw off.Therefore, adopt hydraulic control to change the logical-disconnected pattern of friction member, thereby automatically form the shelves level that needs.
In automatic driver, along with the increase of gear shift progression, can select the torque transmission characteristic widely according to condition of road surface and vehicle ' condition, therefore, can improve rideability and fuel combustion efficiency.When adopting a gearshift, can form limitation to the extensive selection of above-mentioned torque transmission characteristic.The mono-gearshift can provide four kinds of different gears that advance at most.
Therefore once the someone proposes to be provided with the driving system of two gearshifts (main transmission box and secondary transmission case), these two gearshift tandems connect to increase gear shift progression, the driving system of the above-mentioned type for example, is disclosed in the disclosed Japanese Patent open file in 1976 51-127968 number.
US Patent the 5th, 109 discloses a kind of automatic driver No. 731, wherein, and according to the gear-change operation of main transmission box and in secondary transmission case, carry out gear shift operation.
If main transmission box is provided with three D Drive levels, and secondary transmission case is provided with two D Drive levels, whole transmission device just can provide six shelves levels so.If 5 shelves levels of actual needs so just can be omitted a shelves level from six shelves levels of major and minor transmission gearbox associative transformation.The top grade that changes that carries out under the unmodified accelerator open degree is called the predetermined top grade (Schedule upshift) that changes, and when needs carry out this predeterminedly when changing top grade, secondary transmission case is gear shift in two steps.Specifically, when main transmission box carried out basic, normal, high three quick change shelves, secondary transmission case will be in low, the high two-stage gear shift of three grades of intercropping of main transmission box.The input torque of whole transmission device or square transmission gearbox multiply by initiatively, and the speed ratio of transmission gearbox is the level of torque that is passed to secondary transmission case.
Therefore, along with increasing from one-level torque differences when other grade gear shift in the main transmission box, the friction member relevant with gear-change operation such as the control band of power-transfer clutch and drg also increase in secondary transmission case.In other words, control band has by a relatively large margin variation according to gear shift operation.Usually friction member is by fluid control.The maximum capacity that friction member needs depends on the actual loading condition that acts on the friction member.If the control band extensively changes in the friction member range of capacity, control the hydraulic pressure of friction member so and suitably control so that carry out gear-change operation with regard to needs.
In general, friction member is controlled by single piston, introduces predetermined hydraulic pressure in an acting chamber, and piston is moved to engage friction member.In this control, along with the increase of required control band, in other words, and if between two friction members the corresponding engaging force difference of torque differences increase so that transmitting torque, so, act on hydraulic pressure on the friction member and change and also will increase, so just be difficult to carry out fluid control.
Specifically, if when main transmission box conversion and secondary transmission case conversion between the high, low speed shelves between low, high speed gear (discontinuous shelves), so, the torque differences of the main transmission box relevant with gear-change operation is just very big, thereby also causes great torque differences in secondary transmission case.This just makes the more difficult fluid control that carries out of friction member of secondary transmission case.
US Patent 3,803, No. 948 a kind of transmission system is disclosed, it is provided with a servomotor that is used to handle the mono-speed-changing mechanism, this servomotor has the first and second different pistons of pressure area, and control break-make between a pressure source and the two-piston, but only be provided with a speed-changing mechanism in this transmission system.
Therefore, the purpose of this invention is to provide a kind of multiple stage automatic transmission, wherein, can carry out simple and suitable fluid control secondary transmission case with a main transmission box and a secondary transmission case.
Another object of the present invention is the torque variation that reduces to act on secondary transmission case.
According to one aspect of the present invention, a kind of multiple stage automatic transmission comprises: an engaged friction member, and a first piston, it has the big pressure area of engagement hydraulic effect so that produce the big engaging force of described friction member; One second piston, it has the less pressure area of engagement hydraulic effect so that produce the less engaging force of described friction member; It is characterized in that described driving device also has: a main transmission box.It has the compound speed change level in the power transfer path of being located at, a secondary transmission case, and it has the compound speed change level in the power transfer path of being located at.And be connected with the main transmission box tandem, so that introduce torque from it, described secondary transmission case is connected with described friction member, and modifier, it is used for according to the gear changing mode engaging force of branch two-stage change friction member at least.
According to a second aspect of the present invention, a kind of multiple stage automatic transmission comprises: an engaged friction member; A first piston, it has the big pressure area of engagement hydraulic effect so that produce the big engaging force of described friction member; One second piston, it has the less pressure area of engagement hydraulic effect so that produce the less engaging force of described friction member; It is characterized in that described driving device also has: a main transmission box, it has the compound speed change level in the power transfer path of being located at; A secondary transmission case, it has the compound speed change level in the power transfer path of being located at, and is connected with the main transmission box tandem, so that introduce torque from it; One and described secondary transmission case bonded assembly friction member; First hydraulic cavities that big pressure area is provided is born hydraulic pressure to produce the big engaging force of friction member by the described thrust unit of first hydraulic cavities; Second hydraulic cavities that less pressure area is provided is born the less engaging force of hydraulic pressure with the generation friction member by the described thrust unit of second hydraulic cavities, and
A selective speed gear shift valve is used for optionally introducing hydraulic pressure to described first and second hydraulic cavities.
According to the present invention, even change according to a gear changing mode and change when increasing to such an extent that surpass predetermined value under the situation of speed ratio when the torque of passing to secondary transmission case is initiatively passing case, also need not to change the hydraulic pressure that acts on the secondary transmission case in order in carrying out the gear-change operation that needs, to change the engaging force of friction member.
In a recommended characteristics of the present invention, modifier changes the engaging force of friction member according to the gear gear-change operation in the main transmission box.In addition, when the gear of main transmission box was low gear, modifier made engaging force that higher value be arranged, and when the gear of main transmission box was high gear, modifier made engaging force that less value be arranged.
Friction member has a first piston and one second piston, and the pressure area of first piston engagement hydraulic effect is big so that produce bigger engaging force, and the second piston pressure area is less so that produce less engaging force.
When first and second pistons all are driven, produce maximum engaging force.First piston is preferably coaxial and before second piston with second piston.In another kind of structure, the first piston and second piston are coaxial and after second piston.
In addition, before first piston, be provided with a counter balance pocket so that discharge the excessive pressure that centnifugal force produces.
According to the present invention, after first piston, be provided with first hydraulic cavities before second piston, be used to discharge the activating pressure of compressing first piston, and after second piston, be provided with second hydraulic cavities, be used to oppress second piston.
In a preferred embodiment, transmission gearbox has a middleware, be arranged in first hydraulic cavities, hydraulic cavities in the middle of in first hydraulic cavities, being separated out one, be positioned at after first hydraulic cavities, therefore, by selectively hydraulic pressure is introduced respectively the first, the second and middle hydraulic cavities can divide three grades of engaging forces that change friction members.Be provided with a selective speed gear shift valve on the other hand, be used for selectively hydraulic pressure being guided into first and second hydraulic cavities.
In addition, in hydraulic path, between chamber and selective speed gear shift valve, be provided with one and supply with selector valve, and a pressure accumulator is set on hydraulic path, be used to cushion the variation of hydraulic pressure.
In the control of gear-change operation, when hydraulic pressure was introduced in other chamber except that a chamber fully, hydraulic pressure promptly discharged from that chamber.On the other hand, when friction member needed big engaging force in gear-change operation, hydraulic pressure was introduced two chambers, and when friction member needed less engaging force in another gear-change operation, hydraulic pressure was then introduced a chamber.In this case, hydraulic pressure is maintained in the hydraulic cavities, should introduce hydraulic pressure so that gear-change operation carries out between two gears in this hydraulic cavities.
Be provided with an electromagnetic valve on the other hand, be used to control the hydraulic pressure of introducing one of hydraulic cavities.When power interruption, electromagnetic valve produces hydraulic pressure and does not regulate basic hydraulic pressure from hydraulic power source.Transmission gearbox also has control setup, when forming a predetermined gear when hydraulic pressure is introduced other chamber, is used to interrupt power supply.In a preferred embodiment, friction member by a gear-change operation of pine oil in, control setup is at first from one of hydraulic cavities hold-off pressure, and then from all the other hydraulic cavities hold-off pressures.
Contrast the following drawings is read the detailed description to preferred embodiment of the present invention, will more be expressly understood purpose of the present invention, feature and advantage.
Fig. 1 is the scheme drawing that can adopt the multiple stage automatic transmission of control system of the present invention;
Fig. 2 is the cutaway view according to secondary transmission case of the present invention;
Fig. 3 is the hydraulic control circuit of automatic driver shown in Figure 1 of packing into;
Fig. 4 is the diagram of curves of the second linear solenoid valve output characteristic of the expression activating pressure that is used to control the secondary transmission case friction member;
Fig. 5 is the block diagram of automatic driver control system;
Fig. 6 is the hydraulic control circuit of the 1-2 gear-change operation situation of vice transmission gearbox.
Fig. 7 is similar to Fig. 6, but expression 3-4 gear-change operation;
Fig. 8 is the diagram of curves of the starting characteristic of expression engaging force of direct clutch and pressure;
Fig. 9 is the gear shift control flow chart according to another embodiment;
Figure 10 is the diagram of curves that the major and minor transmission gearbox activating pressure in the 2-4 gear-change operation of expression control chart 9 embodiment changes;
Figure 11 is the diagram of curves that expression changes according to activating pressure in the gear-change operation of another embodiment;
Figure 12 is the hydraulic circuit of expression according to the 3-4 gear-change operation situation of another embodiment;
Figure 13 is the diagram of circuit of expression fluid control embodiment illustrated in fig. 12;
Figure 14 is the hydraulic circuit that is illustrated in the intermediateness of 4-3 gear-change operation;
Figure 15 is the diagram of curves that activating pressure changes in the secondary transmission case of expression 4-3 gear-change operation;
Figure 16 is similar to Figure 15, but expression is according to the situation of another embodiment;
Figure 17 is the cutaway view according to the secondary transmission case of another embodiment;
Figure 18 is the cutaway view of secondary transmission case in still another embodiment.
Now consult Fig. 1.Comprise a torque converter 10 according to automatic driver 1 of the present invention, with a main transmission box 20 of torque converter 10 coaxial placements be placed on secondary transmission case 30 on the axis with the parallel axes of torque converter 10 and main transmission box 20.
Torque converter 10 is provided with and is connected in engine output shaft 2, with changer shell 11 be single-piece pump 12, in the face of pump 12 settings and by its turbine 13 that drives by hydraulic oil, be placed between pump 12 and the turbine 13 and and pass through the stator 15 that a free-wheel clutch 14 carries by changer shell 11, be connected in a changer output shaft 16 of turbine 13, and be used for directly output shaft 16 being passed the locking clutch 17 that changer shell 11 is connected in engine output shaft 2.Be arranged between torque converter 10 and the main transmission box 20 by the oil pump 4 that engine output shaft 2 drives by torque converter 10.
Therefore, main transmission box has basic, normal, high fast three advance gear and backing car gears.
Specifically, the torque of torque converter output shaft is introduced into the sun gear 21a of pre-planetary gear mechanism 21, in this case, Ring gear 21b is fixed in shell 3 by first free-wheel clutch 25, therefore, the rotation of output shaft 16 reaches intermediate gear 5 by the miniature gears 21c of pre-planetary gear mechanism, provides a low gear with large speed ratio.
At this gear, when the 3-4 brake engages, the sun gear 22a of back sun and planet gear 22 is fixing by second free-wheel clutch 27, therefore, the power of introducing Ring gear 22b from changer output shaft 16 by forward clutch 23 and sun gear 21a reaches intermediate gear by inventiona pinion carrier 22c, provides a middling speed gear with the speed ratio less than low gear.
At the middling speed gear, when direct clutch 24 engaged, the power of output shaft 16 caused the Ring gear 22b of back sun and planet gear 22 by forward clutch 23 and sun gear 21a.Power is introduced the sun gear 22a of back sun and planet gear 22 by direct clutch 24.Therefore, back sun and planet gear is as a single-piece unitary rotation, thereby makes power reach intermediate gear 5 from inventiona pinion carrier 22c, to provide a high gear (being direct connection) with output shaft 16 identical rotations.
Then, if forward clutch 23 disengagements, and direct clutch 24 is connected with low-reverse drg 26, then the power of changer output shaft 16 is introduced into the sun wheel 22a of back sun and planet gear 22.Simultaneously, Ring gear 21b fixes, and therefore, power reverse ground reaches intermediate gear 5 to form backing car gear from inventiona pinion carrier 21c and 22c.
Producing low, the middling speed gear that slows down, first and second free- wheel clutchs 25 and 27 idle running were lost efficacy Jake brake.In this case, it should be noted that the low-reverse drg 26 arranged side by side with first free-wheel clutch is bonded on low gear, and be bonded on the middling speed gear with second free-wheel clutch 27 coarst brake 29 arranged side by side, therefore, engine retarder can be worked effectively at low, middling speed gear.
Specifically, when direct clutch 32 is thrown off, fix the 3rd free-wheel clutch 33 by checking brake 34, or sun gear 31b.Therefore, the rotating speed of intermediate gear 6 is lowered, and passes to output gear 7 by miniature gears 31c, so that low gear to be provided.In this case, when checking brake 34 was engaged, engine retarder was from working in secondary transmission case 30.
On the other hand, if direct clutch engages and drg 34 is thrown off, so, Ring gear 31a then links to each other with sun gear 31b.Therefore, the power of gear 6 imports output gear unchangeably into, thereby forms high gear.
As mentioned above, main transmission box 20 provides three advance gear and backing car gears.Secondary transmission case 30 provides high, low speed two gears for each output of main transmission box 20.Therefore, whole automatic driver can have advance gear and backing car gear of six friction speeds, and backing car gear is to set up by the low gear of the backing car gear of main gear target 30 and secondary transmission case 30 (wherein checking brake 34 engages).In the illustrated embodiment, reality has been set up five gears in possible combination.
The work in five are advanced gear and backing car gear of each friction member of table 1 expression such as power-transfer clutch and drg.(0) expression is when engine retarder is worked in table 1, and relevant friction member engages.
In the illustrated embodiment, be provided with a dual-piston structure for driving direct clutch 32 and checking brake 34, as shown in Figure 2.
Specifically, direct clutch 32 is provided with and Ring gear 31a and center tooth 6 integrally formed hub 32a, many at the driving and driven friction disc 32c and the 32d that are arranged alternately among the 35 integrally formed bulging 32b with the axle of fixing sun gear 31b, be arranged on the major diameter first piston 32e that has big pressure area after friction disc 32c and the 32d, be arranged on first piston 32e and have the minor diameter second piston 32f of less pressure area and the pull back spring 32g of two-piston 32e and 32f afterwards.
Behind first piston 32e, be provided with first hydraulic cavities 321, to wherein introducing pressure, behind the second piston 32f, be provided with second hydraulic cavities 322 by hydraulic channel 36, by hydraulic channel 37 to wherein introducing pressure.When introducing identical engagement hydraulic in chamber 321 and 322, the engaging force that is produced by first hydraulic cavities 321 is greater than the engaging force that is produced by second hydraulic cavities 322.
The system of slowing down device 34 is provided with many bulging 32b that are arranged alternately at direct clutch 32 and driving and driven friction disc 34a and the 34b between the transmission gearbox shell 3, is used to revolt pull back spring 34c and the piston 34d that engages friction disc 34a and 34b.Behind piston 34d, coaxially be provided with the first bigger hydraulic cavities 341 of inboard pressure area and the second less hydraulic cavities 342 of pressure area in the outside.The engaging force of the drg 34 that first hydraulic cavities 341 produces is greater than the engaging force of the drg 34 of second hydraulic cavities, 342 generations.
Hydraulic control circuit is described below, according to the requirement of drive state and/or chaufeur, can engages relevant power-transfer clutch and drg according to table 1 selectively, so that set up the gear that needs.
As shown in Figure 3, hydraulic circuit 40 is provided with a regulating control 41, is used for the hydraulic pressure of oil pump 4 is transferred to the line pressure of predetermined value.The line pressure of being regulated by regulating control 41 is introduced into by driver-operated hand valve 43 and first to the 3rd reducing valve 44,45 and 46, so that form the pressure of foundation of each control setup by main line 42.
The pressure of foundation that reduces to predetermined value by first reducing valve 44 is introduced into modulation valve 48 by pipeline 47.Introduce a control presssure by 49 settings of working electromagnet valve to a control punch 48a of modulation valve 48, so just modulated basic control presssure, produce a modulated pressure according to duty ratio (extremely logical during the connection-disconnected on-cycle duty ratio).By pipeline 50 this modulated pressure is introduced first of regulating control 41 and amplify hole 41a so that amplify line pressure according to duty ratio.In this case, duty ratio is to determine that as engine throttle opening therefore, line pressure is conditioned according to accelerator open degree or similar factor according to predetermined factor.On the pipeline 50 of the first amplification hole 41a that modulated pressure is caused regulating control 41, be provided with first pressure accumulator 51, be used to suppress the hydraulic pulsations of working electromagnet valve 49 logical-disconnected operation formation.
The pipeline 52 that advances links to each other with forward clutch 23 by hole 54.Therefore, forward clutch normally engages, and is provided with a pressure accumulator on the pipeline 52 that advances, and is used to slow down the pressure oscillation when applying forward clutch 23 activating pressures.Provide a back pressure from main line 42 to pressure accumulator 55 by pipeline 56.
Reversing pipeline 53 links to each other with first hydraulic cavities 341, first hydraulic cavities 341 has the big pressure area of the checking brake 34 of secondary transmission case 30, therefore, and in the reverse level, checking brake 34 is engaged by bigger engaging force, and this forms by line pressure being caused first hydraulic cavities 341.Pipeline 57 separates from reversing pipeline 53.Pipeline 57 is connected in the pressure amplification hole 41b of regulating control 41, therefore, increases in reverse level R line pressure.
On the other hand, advance pipeline 52 and reversing pipeline 53 to the first, the second and the 3rd command valve 61,62 of main transmission box 20 and 63 and the 4th and the 5th command valve of secondary transmission case 30 line pressure is provided.
End on the command valve 61 and 65 is shaped on control punch 61a to 65a.One basic control presssure pipeline 66 is connected in hole 61a to 65a.Be provided with leading to-disconnected first to the 5th electromagnetic valve 71 to 75 that moves at pipeline 66,67 corresponding to command valve 61 to 65.When valve 71 to 75 was in logical state, valve 71 to 75 was drained by control punch 61a to 65a.When the respective electrical magnet valve was in logical position, the guiding valve of command valve 61 to 65 was in position, a left side, and when being in disconnected position, guiding valve then is in right position, as shown in Figure 3.From main line 42, advance pipeline 52 or reversing pipeline 53 to the pipeline of each power-transfer clutch and drg is selected connection according to the spool position of the combination of electromagnetic valve 61-75 or command valve 61-65, therefore, power-transfer clutch and drg are pressed shown in the table 1 and are engaged and acquisition 1-5 gear and backing car gear.In this case, the activating pressure of power-transfer clutch and drg transfers to appropriate value by following mode.
Be direct clutch 24, coarst clutch 29, low-reverse drg 26 and 3-4 drg are provided with control cock 76,77, and 78 and 79, so that reduce line pressure and transfer to predetermined activating pressure.Be coarst brake, the control cock 77,78 of low-reverse drg and 3-4 drg and 79 control presssure provide so that come the activating pressure of control brake device according to control presssure by pipeline 81.
Provide activating pressure as control presssure to the control punch 76a of the control cock 76 of direct clutch 24, activating pressure is provided by pipeline 82 to pipeline 85, is provided with unidirectional hole 83 and the 3rd pressure accumulator 84 on pipeline.The starting characteristic of activating pressure is by pressure accumulator 84 controls.
First linear solenoid valve 80 is regulated the basic control presssure of introducing from pipeline 47 according to the signal of a controller by first reducing valve 44, so that produce control presssure according to gear and travel conditions.Linear solenoid valve, for example valve 80, with control flows the be directly proportional modulated pressure value of effect on it, as shown in Figure 4.Article one, the pipeline 86 that separates from pipeline 53 is connected in hole 76b and the 78b that an end of the control cock of direct clutch and low- reverse drg 76 and 78 forms.At reverse level R, thereby line pressure is introduced into hole 76b and 78b makes its guiding valve place position, a left side.Therefore, control cock 76 and 78 is not subjected to fluid control.
In addition, when activating pressure is introduced into coarst brake 29, handle control cock 79 thereby introduce activating pressure by pipeline 87 to the hole 79b that 3-4 drg control cock one end forms.The control presssure that is produced by first linear solenoid valve 80 also passes through the control punch 88a that pipeline 81 is introduced accumulator control valves 88.Valve 88 is regulated line pressure from pipeline 89 and main line 42 according to the control presssure of control cock 80, is that the 3rd pressure accumulator 84 and the 4th pressure accumulator form back pressure, forms the back pressure hole 84a and the 90a of pressure accumulator 84 and 90.
In order to control the activating pressure of secondary transmission case 30, be provided with direct clutch control cock 101, the activating pressure of first and second hydraulic cavities 321 and 322 is introduced in valve 101 controls, and the checking brake control cock 102 and second linear solenoid valve 103, be used to control first and second hydraulic cavities 341 of introducing checking brake 34 and 342 activating pressure.Line pressure directly is conducted to first chamber 341 of checking brake 34.
Line pressure from main line 42 is fed to second linear solenoid valve 103 as basic control presssure.Valve 103 is regulated basic control presssures and is delivered to the control punch 102a of checking brake control cock 102 by pipeline 104 and from the 5th command valve 65 by pipeline 105 or 106, and is communicated with first hydraulic cavities 321 of direct clutch 32 so that control wherein hydraulic pressure.When the control presssure that is produced by second linear solenoid valve 103 is introduced control punch 102a, control cock 102 is regulated from main line 42 by pipeline 107 according to control presssure, the 4th command valve 64, pipeline 108, the line pressure that the 5th command valve 65 and pipeline 109 are introduced, and the line pressure after will regulating is delivered to second hydraulic cavities 342 of checking brake 34.
On the other hand, line pressure is passed through main line 42, pipeline 107, the four command valves 64, and pipeline 111 is delivered to direct clutch control cock 101.Valve 101 is regulated line pressure and is passed through unidirectional hole 112 from command valve, and pipeline 113 and pipeline 106 or pipeline 114 are delivered to line pressure first and second hydraulic cavities 321 and 322 selectively.
In above-mentioned hydraulic control circuit, first to five-way-outage magnetic clutch 71-75 according to combined operation shown in the table 2 to obtain first to the 5th advance gear and backing car gear.In table 2, (1), (2) are illustrated respectively in first and second gears under the Jake brake shelves level.
Explained later electromagnetic valve 71 and logical-disconnected combination of 71 and the relation between the gear.
At first gear (wherein engine retarder resemble other grade level as shelves level D, do not work), the first, the second and the 3rd electromagnetic valve 71 in main transmission box, 72 and 73 be in logical, logical and disconnected position, and the guiding valve of first to the 3rd command valve 61-63 is in a left side, right and right position.Under this situation, the pipeline 121 that the past inlet pipe road 52 separates is communicated with pipeline 122 by first command valve 61, and is communicated with pipeline 123 by second command valve 62, but pipeline 123 is interrupted by the 3rd command valve 63.The pipeline 124 that separates from pipeline 52 is interrupted by second command valve 62, and is interrupted by first command valve 61 with pipeline 125 that main line 42 separates.Therefore, have only forward clutch 23 to be engaged, thereby set up low gear and engine retarder in the main transmission box is not worked.
In secondary transmission case, the the 4th and the 5th electromagnetic valve 74 and 75 is in disconnected position, the the 4th and the 5th command valve 64 and 65 guiding valve move to right position, therefore main line 42 is communicated with pipeline 108 by pipeline 107 and the 4th command valve 64, and link to each other with checking brake control cock 102 by the 5th command valve 65, so that line pressure is delivered to control cock 102.In this case, the line pressure that is produced by second linear solenoid valve 103 is introduced hole 102a by pipeline 104, the five command valves 65 and pipeline 105.Therefore, the controlled pressure control of line pressure and form predetermined activating pressure, predetermined activating pressure is introduced into second hydraulic cavities 342, so that engage checking brake 34.
First hydraulic cavities 321 of direct clutch 32 is communicated with the eduction port of the 4th command valve 64 by control cock 101 and pipeline 111, and second hydraulic cavities 322 is communicated with the eduction port of the 5th command valve 65, and therefore, direct clutch 32 is maintained at disengaged condition.As a result, secondary transmission case is in low gear, wherein engine retarder work.But whole automatic driver is set up first gear and engine retarder is not worked.
At first gear, wherein engine retarder work when adopting special shelves level as first and second grades of levels, this moment, the 3rd electromagnetic valve 73 was in logical position in main transmission box, and first gear does not have Jake brake.Therefore, the 3rd command valve 63 moves to position, a left side.Therefore, pipeline 131, the first command valves 61 of pipeline 52 by separating, pipeline 122, the second command valves 62, pipeline 123 and the 3rd command valve 63 are connected with the circuit 126 that is connected in control cock 78, so that to control cock 78 feed line pressures.Then, the line pressure of introducing valve 78 is adjusted to activating pressure according to control presssure, and above-mentioned control presssure is introduced control punch 78a and sent into low-reverse drg 29 by pipeline 127 by first linear solenoid valve 80.Therefore, remove forward clutch 123 external contractring brakes 29 and also be engaged, like this, obtain the work of low gear engine retarder at main transmission box.In this case, checking brake 34 keeps engaging does not have the work of Jake brake device as first gear.Therefore, in whole automatic driver, set up first gear of engine retarder work.
Then, at second gear owing to adopt a shelves level D or the no Jake brake device of similar shelves level to work, and at second gear owing to adopt 1 and 2 grade of stage motor drg work, the gear shift of this moment in secondary transmission case 30 can only change into respectively and have or not with first gear of engine retarder work.
Specifically, the 4th electromagnetic valve 74 connections in secondary transmission case 30 make the guiding valve of the 4th command valve 64 be in position, a left side.Introduce the line pressure of the 4th command valve 64 from main line 42 by pipeline 107 and introduce direct clutch control cock 101 by the 4th command valve 64 and pipeline 111.The starting characteristic of line pressure is controlled by control cock 101, and introduces first hydraulic cavities 321 of direct clutches 32 by pipeline 113, the five command valves 65 and pipeline 106.Therefore, the gear in the secondary transmission case 30 is converted to high gear, therefore, can set up and has or not with second gear of engine retarder work.
In third gear, first to the 3rd electromagnetic valve is respectively disconnected, and is logical, logical, makes the guiding valve of first to the 3rd command valve 61-63 be in the right side, a left side, position, a left side respectively.In this case, the pipeline 121 that the past inlet pipe road 52 separates is communicated with pipeline 128 by first command valve 61, and is communicated with pipeline 129 by the 3rd command valve 63.129 of pipelines link to each other with coarst brake control cock 77.Therefore, line pressure is sent to control cock 77 and is conditioned according to control presssure, and control presssure is to introduce and introduce coarst brakes 29 by pipeline 130 by first linear solenoid valve 80 and pipeline 81, thereby coarst brake 29 is engaged.
In the past another pipeline 124 of separating of inlet pipe road 52 is communicated with pipeline 131 by second command valve 62, thereby pipeline 131 links to each other with 3-4 drg control cock 79 line pressure is provided.By pipeline 81 control presssure is caused control cock 79 from first linear solenoid valve 80, activating pressure causes coarst brake 29 as control presssure, and therefore, activating pressure is introduced 3-4 drg 28 by pipeline 132.
Therefore, in main transmission box 20, thereby, forward clutch 23 3-4 drgs set up the middling speed gear that has engine retarder work except that also engaging.
In secondary transmission case, the 4th and the 5th electromagnetic valve 74 and 75 all turn-offs so that keep having the low gear and first gear of engine retarder work.Therefore, whole automatic driver is set up the third gear of the preset deceleration ratio that has the operation of dynamic braking device.
In the fourth speed position, the 4th and the 5th electromagnetic valve is connected the guiding valve that makes the 4th and the 5th command valve 64 and 65 and is placed position, a left side.Therefore, line pressure is by main line 42, and pipeline 107, the four command valves 64 and pipeline 111 are introduced direct clutch control cock 101, and therefore, starting characteristic is adjusted in predetermined pressure.Pressure after the adjusting is introduced second hydraulic cavities 322 from pipeline 113 and command valve 65 by pipeline 114.Therefore, direct clutch is engaged secondary transmission case is changed to the high speed gear.In this case, because main transmission box remains on middling speed gear and third gear, so whole automatic driver is set up the fourth speed position.
At the 5th gear, first to the 3rd electromagnetic valve 71-73 in main transmission box 20 is for disconnected, and is logical, disconnected, thereby makes the guiding valve of first to the 3rd gear shift 61-63 place the right side, a left side, right position.Therefore, the pipeline 125 that separates from main line 42 is communicated with pipeline 133 by first command valve 61, and is communicated with pipeline 134 by the 3rd command valve 63, and pipeline 134 links to each other with control cock 76, and therefore, line pressure is introduced in the control cock 76.The activating pressure of being regulated by control cock 76 is introduced into direct clutch 24 by pipeline 82, thereby power-transfer clutch 24 is engaged.Therefore, in main transmission box 20, thereby forward clutch 23 and direct clutch are engaged gear are changed to the high speed gear.When direct clutch 24 engaged, the activating pressure that provides had the value of classification.
On the other hand, in secondary transmission case 30,, the 4th and first electromagnetic valve 74 and 75 keeps high gear thereby remaining on logical position.Therefore, whole automatic driver is set up the 5th gear.
At backing car gear, wherein hand valve is handled to reverse level R, and reversing pipeline 53 is communicated with main line 42 by hand valve, and disconnected, disconnected, disconnected position makes the guiding valve of the 3rd command valve 61-63 be in right position thereby first to the 3rd electromagnetic valve 71-73 is in.Therefore, the pipeline 125 that separates from main line 42 is communicated with pipeline 133 by first command valve 61, further links to each other with direct clutch control cock 76 by the 3rd command valve 63, thereby line pressure is caused control cock 76.In this case, line pressure is introduced hole 76b so that make the guiding valve of valve 76 move to position, a left side the figure by pipeline 86 from pipeline 51.Therefore, line pressure does not reduce pressure and directly introduces direct clutch 24.In other words, direct clutch engages with high pressure.
Reversing pipeline 53 provides pipeline 136, the three command valves 63 and the pipeline 126 of the aperture of different in flow rate to be communicated with control cock 78 by being provided with one according to the flow direction, have the engine retarder operation thereby line pressure is offered control cock 78 as first gear.In this case, line pressure is by causing the hole 78b of valve 78 from the pipeline 86 that separates of reversing pipeline 53, thus make control cock 78 guiding valve place the position, a left side of figure.Therefore, the line pressure of pipeline 126 without causing low-reverse drg 26, so that low-reverse drg 26 is engaged with high activating pressure with regulating.
Thereby in main transmission box, direct clutch 24 and low-reverse brake engages are to set up backing car gear.In secondary transmission case, the 4th and the 5th electromagnetic valve 74 and 75 remains on disconnected position, and gear is transferred the low gear in the work of band engine retarder, therefore, has set up the big backing car gear of reduction ratio.
When activating pressure was introduced into low-reverse drg 26, hydraulic oil caused the 4th pressure accumulator 90 by pipeline 136 and 137.Thereby, progressively increase activating pressure with certain step values.
Except said structure, hydraulic circuit 40 is provided with the first and second locking command valves 141 and 142 and locking control cock 143, is used for the locking clutch 17 of controlling torque changer 10.
On the other hand, electromagnetic valve 146 is switched on, from the control punch 141a drainage control presssure of valve 141, thereby the guiding valve of valve 141 places right position, therefore, changer pipeline 144 is communicated with joint pipeline 148, engage pipeline 148 and link to each other, thereby locking clutch 17 is engaged with locked engagement hydraulic cavities 17b.In this case, pine oil pipeline 147 is linked to each other by first command valve 141 with pipeline 149 with locking control cock 143, therefore, deliver to the pine oil hydraulic cavities 17a of power-transfer clutch 17 as the pressure that unclamps locking by the hydraulic pressure of control cock 143 adjustings.
Specifically, pilot piping 150 is connected in the control punch 143a of control cock 143 from first reducing valve 44.Pipeline 150 is provided with working electromagnet valve 151, thereby valve 151 is according to duty ratio control control presssure control pine oil pressure.
Also introduce the control punch 142a of second command valve 142 by pipeline 152 by the control presssure of working electromagnet valve 151 adjustings.When control presssure is lower than set pressure, the guiding valve of second command valve 142 moves to right position, and therefore, line pressure is introduced hole 143b, make pipeline 153 be connected in pipeline 42 so that suspend pressure control, and provide line pressure to hole 143b by pipeline 154 by pipeline 56.Therefore, make control cock 143 not control pine oil pressure, locking clutch 17 is by full engagement, and this is owing to have only activating pressure to be introduced into locking clutch 17.
When control presssure surpassed predetermined value, control cock 143 began to regulate the so-called Sliding Control that pine oil pressure carries out locking clutch 17.
In this case, when control presssure was not introduced pipeline 155 with the bypass of aperture 54 on opening as the pipeline 52 that connects forward clutch 23, the guiding valve of second command valve 142 was placed in right position.
Working electromagnet valve 49 at the control loop 40 that is used for the control tube linear pressure, first to the 5th electromagnetic valve 71-75, be used to control first and second linear solenoid valves 80 of activating pressure, 103, be used to control the electromagnetic valve 146 of locking and working electromagnet valve 151 and all be subjected to control from the control signal of controller 160 shown in Figure 5.Controller 60 is accepted from vehicle speed sensor 161, accelerator open degree sensor 162, and the signal of shelves level sensor 163 grades that is used to measure the selected gear of chaufeur (shelves level) is so that control electromagnetic valve.Be used to measure first tachogen 164 of main transmission box 20 input speeds, be used to measure second tachogen 165 of main transmission box output speed (input speed of secondary transmission case), and the 3rd tachogen that is used to measure secondary transmission case 30 output speeds all is connected in controller.Controller 160 bases are from the speed ratio of the major and minor transmission gearbox of calculated signals of sensor 164-166, so that the control activating pressure.
As mentioned above, the direct clutch in secondary transmission case 30 32 is engaged in 1-2 gear-change operation and 3-4 gear-change operation.In this case, when main transmission box 20 carries out the 1-2 gear-change operation in low gear, when main transmission box 20 carries out the 3-4 gear-change operation during at the middling speed gear.Therefore, the input torque value to direct clutch 32 has a great difference between these two kinds of gear-change operations.
In view of this, as shown in Figure 2, be provided with first bigger hydraulic cavities 321 of pressure area and the second less hydraulic cavities 322 of pressure area.When carrying out the 1-2 gear-change operation, activating pressure is introduced first hydraulic cavities 321.When carrying out the 3-4 gear-change operation, activating pressure is introduced second hydraulic cavities 322.
Contrast Fig. 6 and 7 is described in detail now.
At first gear, the the 4th and the 5th electromagnetic valve 74 and 75 in secondary transmission case 30 remains on disconnected position, to put the position of the 4th and the 5th command valve 64, thereby make line pressure pass through main line 42, pipeline 107, the 4th command valve 64, pipeline 108, the 5th command valve 65 and pipeline 109 are introduced checking brake control cock 102, and regulate according to the control of second linear solenoid valve 103 by control cock 102, so that deliver to second hydraulic cavities 342 of checking brake 34 checking brake 34 is engaged so that set up low gear.
In this case, first hydraulic cavities 321 is by pipeline 106, the five command valves 65, pipeline 113, direct clutch control cock 101 is communicated with the first eduction port 64b of the 4th command valve 64, and second hydraulic cavities 322 is communicated with the first eduction port 65b of the 5th command valve 65, so that loosen the clutch 32.
When carrying out from first gear to the gear-change operation of two gears the time, the 4th and the 5th electromagnetic valve 74 and 75 switches on and off respectively so that the guiding valve of the 4th command valve 64 is placed position, a left side, and the guiding valve of the 5th command valve 65 is placed right position.As shown in Figure 6, introduce the line pressure of the 4th command valve 64 from main line 42 by pipeline 107 and introduce direct clutch control cock 101 by the 4th command valve 64 and pipeline 111, pass through unidirectional hole 112 from control cock 101 again, pipeline 113, the five command valves 65 and pipeline 106 are introduced first hydraulic cavities 321 of direct clutch 32.In this case, second hydraulic cavities 322 is passed through pipeline 110, checking brake control cock 102, and pipeline 109, the five command valves 65 and pipeline 108 are communicated with the second eduction port 64c of the 4th command valve 64, so that unclamp checking brake 34.
Therefore, secondary transmission case change to the high speed gear to finish the 1-2 gear-change operation.When first hydraulic cavities 321 of direct clutch 32 was imported activating pressures, the actuating pressure characteristic was controlled by following mode in the 1-2 gear-change operation.
Specifically, the line pressure of introducing direct clutch control cock 101 from the 4th command valve 64 is regulated according to the control presssure the control punch 101a.The hydraulic oil of being discharged by control cock itself passes through pipeline 177 as control presssure, and unidirectional hole 112,115 and pressure accumulator 116 cause control punch 101a.Therefore, control presssure and the activating pressure of regulating corresponding to control presssure increase gradually, are shown in basic unmodified value of the temporary transient maintenance of hydraulic pressure in the starting state as label a among Fig. 8.
Activating pressure after regulating as previously mentioned is sent to the first bigger hydraulic cavities 321 of pressure area of direct clutch 32, and therefore, shown in label b among Fig. 8, when bigger transmission of torque during to direct clutch 32, direct clutch 32 engages with big engaging force.Therefore, direct clutch 32 is engaged by big engaging force according to by its torque transmitted amount.Therefore can eliminate following phenomenon, promptly the 1-2 gear-change operation is because of with compared the shortage engaging force by the amount of torque of its transmission time-consuming oversize.After the abundant joint of direct clutch 32 is finished, can obtain corresponding to torque transfer capability by its torque transmitted.
Then, in the 2-3 gear-change operation, the 3-4 drg in main transmission box 20 is engaged, and in secondary transmission case, the direct clutch 32 of Jie Heing is thrown off as previously mentioned, and checking brake 34 is engaged to set up low gear and first gear wherein.Then from above-mentioned state, secondary transmission case changes high gear into once more to carry out the 3-4 gear-change operation.
In the 3-4 gear-change operation, the 4th and the 5th electromagnetic valve 74 and 75 that all is in disconnected position is converted into logical, logical state so that make the guiding valve of the 4th and the 5th command valve 64 and 65 place position, a left side.This command valve 65 that is different from the 1-2 gear-change operation is in right situation.
As shown in Figure 7, in the fourth speed position, introduce the line pressure of the 4th command valve 64 by pipeline 104 from main line 42, by the 4th command valve 64, pipeline 111 is introduced into direct clutch control cock 101, and, after by pressure accumulator 116 control starting characteristics, then be introduced into the 5th command valve 65 by control cock 101 adjustings.In this case, the guiding valve of command valve 65 is placed in position, a left side, and therefore, control presssure is introduced into the second less hydraulic cavities 322 of pressure area of direct clutch 32.Simultaneously, second hydraulic cavities 342 of checking brake 34 is by pipeline 110, and checking brake control cock 102 and pipeline 109 are communicated with the second eduction port 65a of the 5th command valve 65, so that checking brake 34 is thrown off.
Therefore finished the 3-4 gear-change operation.This gear-change operation is to carry out under the situation of being transmitted less amount of torque by it, and this is because main transmission box 20 remains on the middling speed gear, and is less to the secondary transmission case input torque from main transmission box 20.According to this situation, shown in label c among Fig. 8, direct clutch 32 engages with less activating pressure.Therefore, when carrying out gear-change operation, can reduce as much as possible owing to compare the excessive torque vibrations that cause of activating pressure with the amount of torque that transmits.
As previously mentioned, second and the fourth speed position between the input secondary transmission case 30 input torque be different.When each gear engages direct clutch 32, control cock 101, pressure accumulator 116, pipeline 111,113,117,118, unidirectional hole 112,115 grades are cooperatings.The activating pressure of direct clutch 32 depends on the input torque of secondary transmission case 30 and is subjected to suitable control.After direct clutch 32 is finished joint, provide the torque transfer capability of secondary transmission case 30 according to torque actual transfer amount.
The activating pressure of introducing first hydraulic cavities 321 when the 1-2 gear-change operation is vented when the 2-3 gear-change operation.In this case, the 5th electromagnetic valve 75 is temporarily connected so that the guiding valve of the 5th command valve 65 is placed position, a left side, and therefore, the drainage of activating pressure is undertaken by the pipeline 104 and second linear solenoid valve 103 from the 5th command valve 65.
Controller 160 shown in Fig. 5 is by the action of unclamping of the direct clutch 32 in second electromagnetic valve, the 103 control secondary transmission cases 30, so that when during to the high gear gear shift, increasing the speed ratio of secondary transmission case 30 in response to reducing of speed ratio in the main transmission box from low gear.
Specifically, controller 160 is the speed ratio of basic calculation main transmission box 20 with first and second tachogens 164 and 165 on the input and output part that is arranged on main transmission box 20, and sets the goals ratio of a secondary transmission case 30 so that increase along with reducing of main transmission box speed ratio.Controller 160 with goals ratio with compare from the second and the 3rd tachogen 165 and the 166 actual speed ratios that come out for basic calculation so that carry out controlled reset by the releasing of 103 pairs of direct clutches 32 of second linear solenoid valve.
Like this, along with reduce (the changing top grade) of main transmission box 20 speed ratios, secondary transmission case 30 converts low gear to increase its speed ratio (gear down) from high gear, and therefore, the 2-3 gear-change operation can carry out smoothly.
In the present embodiment, as shown in Figure 2, by diameter bigger first piston 32e and the second less piston 32f of the diameter after first piston 32e, direct clutch 32 forms the one the second hydraulic cavities 321 and 322 of tandems.This texture ratio checking brake 34 compactnesses, checking brake 34 coaxially forms first and second hydraulic cavities 341 and 342, and wherein piston 34d diameter is bigger.The first piston 32e of direct clutch 32 borrows the little lip packing 32h of friction coefficient and 32i and seals, and therefore, can suitably carry out the disengagement action of direct clutch 32.
Contrast Fig. 9 explains the another kind of gear shift control by controller 160 below.Simultaneously can carry out gear-change operation from second to the fourth speed position.For example, if at second gear to put one's foot down, unclamp suddenly then, gear will shift into the fourth speed position from second, skip third gear.In another kind of situation, if keep second gear in the mode that keeps, and this hold mode so, also identical gear-change operation can be occurred by pine oil.In graphic control situation, controller 160 has been set up a kind of intermediate controlled pattern in this concrete gear-change operation.
In this intermediate controlled pattern or claim in the transition master mode, the 4th and the 5th electromagnetic valve 74 and 75 is from logical, disconnectedly is transformed into logically, logical, and second linear solenoid valve 103 is turned off.Therefore, line pressure is by second linear solenoid valve 103, and pipeline 104, the five command valves 65 and pipeline 106 directly cause first hydraulic cavities 321 of direct clutch 32 without any adjusting.Therefore, activating pressure is introduced into first and second hydraulic cavities 321 and 322 to keep the joint of power-transfer clutch 32.
Consult diagram of circuit shown in Figure 9, controller 160 is read from the signal (step S1) of sensor 161-166 and judge whether to have sent the 2-4 shift command in step S2 on the basis of signal.If judged result is a "No", perhaps, if not in 2-4 gear-change operation underdrive, controller 160 is carried out other gear shift controls (step S3) so.If the judged result in step S2 is a "Yes", perhaps,, so, will be used to finish the auxiliary timing device setting of gear-change operation within preset time at step S4 middle controller 160 if made the 2-4 shift command.Then, in step S5, controller 160 is the speed ratio of basic calculation main gear device 20 with sensor 164 and 165, and judges whether gear-change operation is finished or whether timer finishes timing.In step S6, controller continues a kind of transition control and becomes "Yes" until the judged result in step S5.As shown in figure 10, at a time t
sAfterwards, activating pressure is caused the 3-4 drg of main transmission box 20, shown in line (a), have a temporary transient basic unmodified activating pressure within a certain period of time thereby have the characteristic of increasing.Thereafter, introduce activating pressure for the coarst brake of main transmission box 20, the increase feature of hydraulic pressure has a value that remains unchanged substantially behind time T e.From time T s to Te, carry out transition control, wherein, the 4th and the 5th electromagnetic valve 74 and 75 keeps connecting, and second linear solenoid valve 103 is turned off.Therefore, after the 2-4 shift command, activating pressure is introduced into first and second hydraulic cavities 321 and 322 of the direct clutch 32 of secondary transmission case 30, as (c) among Fig. 8, (d) shown in.
In step S5, as judged result is "Yes", perhaps, if the 2-4 gear-change operation is finished, perhaps, if the timing of auxiliary timing device is finished, then the 4th and the 5th electromagnetic valve 74 and 75 all keeps connecting, and second linear solenoid valve is switched on, and therefore, the activating pressure of first hydraulic cavities 321 is vented with finishing control.
As previously mentioned, activating pressure is introduced into the first bigger hydraulic cavities 321 of the pressure area of secondary transmission case 30 so that engage second gear, and wherein bigger amount of torque is transmitted by transmission gearbox.On the other hand, activating pressure is introduced into the second less hydraulic pressure chamber 322 of the pressure area of secondary transmission case 30 to engage the fourth speed position, and wherein, less amount of torque is transmitted by transmission gearbox.
Therefore, to be engaged be that each activating pressure characteristic according to the required transmitting torque amount of each gear is provided is carried out to direct clutch 32.
According to above-mentioned control, to finish after the hydraulic pressure of second hydraulic cavities 322 is introduced, the hydraulic pressure of first hydraulic cavities 321 promptly is vented.Therefore, prevented before hydraulic pressure is introduced into second hydraulic cavities 322 fully that situation about promptly being vented at the hydraulic pressure in first hydraulic cavities 321 is (shown in dotted line among Figure 10 (c ').Otherwise, above-mentionedly will produce a kind of temporary transient zero condition by the state shown in the line (c ').According to illustrated embodiment, can avoid this racing of the engine state or other idling conditions.
In addition, in graphic structure, can control the number of the hydraulic cavities of introducing hydraulic pressure in many hydraulic cavities therein, so that on the transfer time of friction member, carry out activating pressure control.In this case, when setting up the big gear of transmission of torque amount, hydraulic pressure is introduced all hydraulic chamber.On the other hand, when setting up the little gear of transmission of torque amount, hydraulic pressure is introduced a part of hydraulic cavities.If keep engaging but the torque conveying capacity changes from gear friction member when another gear gear shift, then from a hydraulic cavities drainage hydraulic pressure shown in line (a '), but keep hydraulic pressure in another hydraulic cavities shown in line (b ').Therefore, even when carrying out gear shift, friction member is also kept engaging by less activating pressure.Therefore can prevent the situation that the activating pressure in all hydraulic chamber shown in dotted line all reduces, that will mean the temporary transient zero condition of generation in gear-change operation.
In another kind improved, the structure of forward clutch 23 can be with many hydraulic cavities fluid control structural similitude of direct clutch 32, thereby can obtain the gear-change operation identical effect relevant with direct clutch 32.Therefore can avoid aforesaid temporary transient zero condition.
Another kind of gear shift control in the 4-3 gear-change operation is described below.As shown in figure 12, in the fourth speed position, introduce the line pressure of the 4th command valve 64 by the 4th command valve 64 from main line 42 by pipeline 104, pipeline 111 is introduced into direct clutch control cock 101, and regulate as the 1-2 gear-change operation by control cock 101, after by starting characteristic such as control such as pressure accumulator 116 grades, introduce the 5th command valve 65.In this case, the guiding valve of command valve 65 is placed in position, a left side, and therefore, control presssure is introduced into the second less hydraulic cavities 322 of pressure area of direct clutch 32.In addition, the power supply of second linear solenoid valve 103 is interrupted, and therefore, the line pressure of main line 42 is introduced into first hydraulic cavities 321 to engage direct clutch 32.Simultaneously, second hydraulic cavities 342 of checking brake is by pipeline 110, and checking brake control cock 102 and pipeline 109 are communicated with the second drain vent 65c of the 5th command valve 65 to throw off checking brake 34.
In the illustrated embodiment, be provided with in response to the another kind of intermediate controlled pattern of 4-3 gear-change operation or claim the transition master mode.
This intermediate controlled pattern is to form from the transition condition of four-way third gear, and wherein, the 4th and the 5th electromagnetic valve of all connecting in the fourth speed position 74 and 75 all is turned off in third gear.In this intermediate controlled pattern, have only the 4th electromagnetic valve 74 to be turned off.Second linear solenoid valve 103 that is turned off is accepted the drainage of power supply with the activating pressure of control direct clutch 32, and direct clutch 32 has been introduced activating pressure in the fourth speed position in its hydraulic cavities 321 and 322.
Now consult the diagram of circuit of Figure 13.Controller 160 is read from the signal (step S1) of sensor 161-16 and is that the basis judges whether to send the 4-3 shift command with above-mentioned signal in step S2.If judged result is a "No", perhaps, under the 4-3 gear-change operation, do not carry out if transmit, controller is carried out other gear shift control (step S3) so.If judged result is a "Yes" in step S2, perhaps, if sent the 4-3 shift command, the auxiliary timing device that will finish gear-change operation at step S4 middle controller 160 is set in the preset time so.Then, be the speed ratio of basic calculation main transmission box 20 at step S5 middle controller 160 with first and second sensors 164 and 165, and judge whether gear-change operation is finished, and perhaps whether timer finishes timing.Till the judged result of step S6 middle controller continuation transition control in step S5 is "Yes".As shown in figure 13, the 4th electromagnetic valve 74 is turned off to change the 4th command valve so that from second hydraulic cavities, 322 drainage hydraulic pressure.Then, controller 160 provides electric power to second linear solenoid valve 103.Then, controller 160 increases electric currents to valve 103, and drain vent 103a is communicated with pipeline 104 and 106, so that from first hydraulic cavities, the 321 drainage activating pressures of direct clutch 32.
Therefore shown in Figure 15 center line (a), after the 4-3 gear-change operation begins a period of time Ts, drainage activating pressure from second hydraulic cavities 322 of the direct clutch 32 of secondary transmission case 30, after a while, controller is transformed into second linear solenoid valve 103 from non-powered state have power supply status, therefore along with the increase to the electric current of its supply, the drain vent 103a of valve 103 is opened gradually.Therefore, shown in Figure 15 line (Pa), the delivery pressure of electromagnetic valve 103 is gradually reduced to zero.Then, shown in Fig. 5 center line (b), activating pressure (line pressure) is from 321 drainage of first hydraulic cavities.
When the judged result among the step S5 is "Yes", or when the 4-3 gear-change operation be that the basis is when finishing with the speed ratio of main transmission box 20, or when the auxiliary timing device is finished timing, controller 160 is except that will also becoming the 5th electromagnetic valve 75 disconnected the 4th electromagnetic valve 74, so that change the 5th electromagnetic valve 65 and provide predetermined current, thereby finish gear-change operation to third gear to second linear solenoid valve 103.
Therefore, the drain vent 103a of second linear solenoid valve 103 is closed.Thereby shown in the line among Figure 15 (Pb), after a period of time Te, the delivery pressure of valve 103 increases gradually after judging gear-change operation and finishing.This delivery pressure is introduced into checking brake control cock 102 and hole 102a, makes activating pressure input checking brake 34 so that engage brake 34.
As previously mentioned, in the fourth speed position, the power supply of second linear solenoid valve 103 is turned off to reduce power consumption and to improve the durability of electromagnetic valve 103.Because fourth speed position commonly used under steam is so this point highly significant.
Simultaneously, first and third gear, activating pressure is introduced into second hydraulic cavities 342.Second and third gear, even power supply turn-offs for some reason, line pressure is still introduced second hydraulic cavities 342 by the hole 102a of valve 103 and deceleration control valve 102, shown in Figure 15 line (d).Therefore can obtain to prevent reliably the function of second linear solenoid valve, 103 et out of orders.
When from the fourth speed position (wherein activating pressure is introduced into first and second hydraulic cavities so that engage direct clutch 34) to first or during third gear (wherein direct clutch 34 is thrown off) gear shift, activating pressure at first from second hydraulic cavities 322 then from 321 drainage of first hydraulic cavities, therefore, activating pressure reduce progressively realize.Therefore can overcome the torque vibrations that gear shift causes from the fourth speed position during to the 3rd or first gear gear shift.
Consult Figure 16 now, the another kind from first and second hydraulic cavities 321 and 322 drainage activating pressures shown in it is controlled embodiment.In the fourth speed position, second linear solenoid valve 103 is switched on so that at the delivery pressure that reduces valve 103 after the 4-3 gear-change operation begins a period of time Ts, shown in Figure 16 line (Pa ').Therefore, activating pressure (line pressure) is from 321 drainage of the first fluid control chamber.After a while, the 4th electromagnetic valve 74 is turned off changing the 4th command valve 64, thereby from second hydraulic cavities, 322 drainage activating pressures, shown in Figure 16 line (a ').To second linear solenoid valve 103 power to increase electromagnetic valve 103 delivery pressures, as Figure 16 line (Pb ') shown in thereafter.In addition, the 5th electromagnetic valve is turned off to change the 5th electromagnetic valve, to second hydraulic cavities, the 342 feed activating pressures of checking brake 34.In this case, second linear solenoid valve 103 can not get electric power supply in the fourth speed position, therefore, and can conservation of power consumption.As last embodiment, can suppress the gear shift vibrations, have the function of the fault of preventing.
The another kind of structure of secondary transmission case is described below.
Consult Figure 17 now, the diagram secondary transmission case is provided with less first piston 32e of pressure area and the second bigger piston 32f of pressure area.Pull back spring 32g is arranged between first piston 32e and the static wall 170 after first piston 32e.Wall 170 the inners are fixed on the attaching parts 171.Attaching parts 171 integrally connects the axle 35 of clutch drum 32b and secondary transmission case.The second piston 32f axle 35 axially on be placed on slidably between attaching parts 171 and the clutch drum 32b.When hydraulic pressure was introduced second hydraulic cavities 322 by oil circuit 37, the second piston 32f was with bigger engaging force compressing friction disc 32c and 32d.On the other hand, when hydraulic pressure was introduced first hydraulic cavities 321 by oil circuit 36, first piston 32e was with less engaging force compressing friction disc 32c and 32d.
If activating pressure is introduced the first and second two hydraulic cavities 321 and 322, friction disc 32c is the same when introducing second hydraulic cavities 322 with the engaging force that 32d is born with activating pressure.
As shown in the figure, secondary transmission case 30 is provided with a balance chamber 171, and the centnifugal force that rotates by transmission gearbox 30 reduces first and second hydraulic cavities 321 and 322 excessive pressures that produce.
Consult Figure 18 now, another embodiment shown in the figure.
Static element 180 was fixed in axle 35 by snap ring 181 in the middle of schematic structure was provided with one.The second piston 32f is slidably disposed between part 180 and the clutch drum 32b, and first piston 32e is arranged between clutch drum 32b and the axle 35, and axle 35 axially on can between middleware and stationary wall 170, slide.Pull back spring is located between wall 170 and the first piston 32e.Hydraulic cavities 323 is by the rear surface of first piston 32e in the middle of one, the front surface of the second piston 32f, and the inside face of clutch drum 32b and middle static element 180 form.First hydraulic cavities is by the rear surface of first piston 32e, and the outside face of the front surface of middle static element 180 and secondary transmission case axle 35 forms.When activating pressure is only introduced centre hydraulic cavities 323, produce minimum engaging force compressing friction disc 32c and 32d.In the middle of activating pressure is introduced and when one or two hydraulic cavities 323 and 321, produce maximum activating pressure and oppress friction disc 32c and 32d.When activating pressure is only introduced first hydraulic cavities 321, can obtain medium engaging force.Therefore, the engaging force of friction disc can divide three grades of variations.Because schematic structure also is provided with second hydraulic cavities 322, so first piston is oppressed by the second piston 32f, therefore, can further obtain engaging force.As last embodiment, this structure also is provided with counter balance pocket 172.
Though the present invention has been made detailed description in conjunction with concrete preferred embodiment.But those skilled in the art can be made various modification and improvement and not exceed scope of the present invention.Scope of the present invention is defined by the claims.
Table 1
| Main transmission box | Secondary transmission case | |||||||||||
| Gear | Direct clutch | Forward clutch | The 3-4 drg | Coarst brake | The low-reverse drg | First free-wheel clutch | Second free-wheel clutch | Gear | Direct clutch | Checking brake | The 3rd free- | |
| 5 grades of level reverse of 4 grades of levels of 3 grades of levels of 2 grades of levels of 1 grade of level level | " the middling speed gear mid ranger position high gear backing car gear that hangs down into gear | ○ ○ | ○ ○ ○ ○ ○ | ○ ○ ○ | ○ ○ | (○) (○) ○ | Locking locking is free | Free freely locking is free | Low gear high gear low gear high gear " rudimentary gear | ○ ○ ○ | ○ ○ ○ | Locking is freely locked free free |
Table 2
| A logical outage magnet valve | P | R | N | D.3.2.1. | |||||||
| 1 | (1) | 2 | (2) | 3 | 4 | 5 | |||||
| Main transmission box | The one the second three | Disconnected absolutely | Disconnected absolutely | Disconnected absolutely | Break-make is disconnected | Break-make is disconnected | Break-make is disconnected | Break-make is logical | Open close logical | Open close logical | Open close disconnected |
| The pair case of passing on Gong | The four or five | Absolutely | Absolutely | Absolutely | Absolutely | Absolutely | Break-make | Break-make | Absolutely | All | All |
Claims (18)
1. multiple stage automatic transmission has:
An engaged friction member,
A first piston, it has the big pressure area of engagement hydraulic effect so that produce the big engaging force of described friction member,
One second piston, it has the less pressure area of engagement hydraulic effect so that produce the less engaging force of described friction member,
It is characterized in that described driving device also has:
A main transmission box, it has the compound speed change level in the power transfer path of being located at,
A secondary transmission case, it has the compound speed change level in the power transfer path of being located at, and is connected with the main transmission box tandem, so that introduce torque from it, described secondary transmission case is connected with described friction member, and
Modifier, its be used for according to gear changing mode at least the branch two-stage change the engaging force of friction member.
2. multiple stage automatic transmission as claimed in claim 1 is characterized in that: described modifier changes the engaging force of friction member in response to the gear-change operation of a gear in the active transmission gearbox.
3. multiple stage automatic transmission as claimed in claim 2, it is characterized in that: when the gear of main transmission box is low gear, described modifier provides the engaging force of a higher value, and when the main gear that passes case is high gear, provides the engaging force of smaller value.
4. multiple stage automatic transmission as claimed in claim 1, it is characterized in that: described friction member has a first piston that pressure area is bigger, the engagement hydraulic effect produces bigger engaging force on it, and second piston that pressure area is less, is used to produce less engaging force.
5. multiple stage automatic transmission as claimed in claim 4 is characterized in that: described first and second pistons all are actuated to produce maximum engaging force.
6. multiple stage automatic transmission as claimed in claim 4 is characterized in that: described first piston coaxially is arranged on before described second piston.
7. multiple stage automatic transmission as claimed in claim 4 is characterized in that: described first piston coaxially is arranged on after described second piston.
8. multiple stage automatic transmission as claimed in claim 4 is characterized in that: the excessive pressure that the counter balance pocket before first piston reduces to produce by centnifugal force.
9. multiple stage automatic transmission as claimed in claim 4, it is characterized in that: also have one first hydraulic cavities and one second hydraulic cavities, first hydraulic cavities forms before second piston after first piston, be used to accept to oppress the activating pressure of first piston, second hydraulic cavities is formed for oppressing second piston behind second piston.
10. multiple stage automatic transmission as claimed in claim 9, it is characterized in that: also have a middleware that is placed in first hydraulic cavities, separate first hydraulic cavities to be formed on the first hydraulic cavities middle chamber of pressing afterwards, therefore by can divide the activating pressures of three grades of change friction members selectively to first, second and middle hydraulic cavities introducing hydraulic pressure.
11. multiple stage automatic transmission as claimed in claim 1 is characterized in that: described modifier has:
Be used to promote the thrust unit of described friction member,
First hydraulic cavities that big pressure area is provided, by this first hydraulic cavities, described thrust unit bears hydraulic pressure producing the big engaging force of described friction member,
Second hydraulic cavities that less pressure area is provided, by this second hydraulic cavities, described thrust unit bears hydraulic pressure producing the less engaging force of described friction member,
An electromagnetic valve is used to control the hydraulic pressure of introducing one of described hydraulic cavities, and during central outage power supply, described electromagnetic valve produces hydraulic pressure and do not regulate pressure of foundation from hydraulic power source, and
Control setup when introducing hydraulic pressure is set up predetermined gear in another hydraulic cavities, is used to interrupt electric power supply.
12. multistage level automatic driver as claimed in claim 11 is characterized in that: in a gear-change operation of throwing off described friction member, described control setup is at first from one of described hydraulic cavities drainage hydraulic pressure, and then from another hydraulic cavities drainage hydraulic pressure.
13. a multiple stage automatic transmission has:
An engaged friction member,
A first piston, it has the big pressure area of engagement hydraulic effect so that produce the big engaging force of described friction member,
One second piston, it has the less pressure area of engagement hydraulic effect so that produce the less engaging force of described friction member,
It is characterized in that described driving device also has:
A main transmission box, it has the compound speed change level in the power transfer path of being located at,
A secondary transmission case, it has the compound speed change level in the power transfer path of being located at, and is connected with the main transmission box tandem, so that introduce torque from it,
One and described secondary transmission case bonded assembly friction member,
First hydraulic cavities that big pressure area is provided is born hydraulic pressure to produce the big engaging force of friction member by the described thrust unit of first hydraulic cavities;
Second hydraulic cavities that less pressure area is provided is born the less engaging force of hydraulic pressure with the generation friction member by the described thrust unit of second hydraulic cavities, and
A selective speed gear shift valve is used for optionally introducing hydraulic pressure to described first and second hydraulic cavities.
14. multiple stage automatic transmission as claimed in claim 13 is characterized in that: described thrust unit has a first piston and second piston that pressure area is less that pressure area is bigger.
15. multiple stage automatic transmission as claimed in claim 13, it is characterized in that: also comprise another selective speed gear shift, described selective speed gear shift valve is arranged between the described chamber, and described another selective speed gear shift valve is arranged in the hydraulic path, and a pressure accumulator that is arranged in the hydraulic tubing, be used to cushion the variation of hydraulic pressure.
16. multiple stage automatic transmission as claimed in claim 13 is characterized in that: when hydraulic pressure was introduced in all the other hydraulic cavities except a hydraulic cavities fully, hydraulic pressure was vented from a described hydraulic cavities in gear-change operation.
17. multiple stage automatic transmission as claimed in claim 13, it is characterized in that: in a gear-change operation of the big engaging force of described friction member needs, hydraulic pressure is introduced into described two hydraulic cavities, and described friction member needs in another gear-change operation of less engaging force, and hydraulic pressure is introduced into one of described hydraulic cavities.
18. multiple stage automatic transmission as claimed in claim 17 is characterized in that: two gears that carry out gear-change operation betwixt should be introduced in the hydraulic cavities of hydraulic pressure and keep hydraulic pressure.
Applications Claiming Priority (7)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP4091254A JPH05288264A (en) | 1992-04-10 | 1992-04-10 | Multistage automatic transmission |
| JP91254/92 | 1992-04-10 | ||
| JP128174/92 | 1992-04-20 | ||
| JP4128174A JPH05296330A (en) | 1992-04-20 | 1992-04-20 | Control device of automatic transmission |
| JP163815/92 | 1992-05-29 | ||
| JP4179279A JPH05346160A (en) | 1992-06-12 | 1992-06-12 | Control device for automatic transmission |
| JP179279/92 | 1992-06-12 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN1077163A CN1077163A (en) | 1993-10-13 |
| CN1034003C true CN1034003C (en) | 1997-02-12 |
Family
ID=27306694
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN 93103729 Expired - Fee Related CN1034003C (en) | 1992-04-10 | 1993-04-09 | Multiple stage automatic transmission |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN1034003C (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP5545252B2 (en) * | 2011-03-30 | 2014-07-09 | アイシン・エィ・ダブリュ株式会社 | Hydraulic control device |
| JP6106946B2 (en) | 2012-04-23 | 2017-04-05 | マツダ株式会社 | Control method and control apparatus for automatic transmission |
-
1993
- 1993-04-09 CN CN 93103729 patent/CN1034003C/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| CN1077163A (en) | 1993-10-13 |
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