JPH05592Y2 - - Google Patents
Info
- Publication number
- JPH05592Y2 JPH05592Y2 JP2340686U JP2340686U JPH05592Y2 JP H05592 Y2 JPH05592 Y2 JP H05592Y2 JP 2340686 U JP2340686 U JP 2340686U JP 2340686 U JP2340686 U JP 2340686U JP H05592 Y2 JPH05592 Y2 JP H05592Y2
- Authority
- JP
- Japan
- Prior art keywords
- idling
- engagement mechanism
- automatic transmission
- control unit
- detection means
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
- 230000007246 mechanism Effects 0.000 claims description 20
- 230000005540 biological transmission Effects 0.000 claims description 17
- 238000001514 detection method Methods 0.000 claims description 15
- 238000000034 method Methods 0.000 claims description 5
- 230000008569 process Effects 0.000 claims description 5
- 230000008859 change Effects 0.000 claims description 4
- 230000035939 shock Effects 0.000 description 5
- 230000007704 transition Effects 0.000 description 4
- 238000010586 diagram Methods 0.000 description 3
- 230000001133 acceleration Effects 0.000 description 2
- 230000009467 reduction Effects 0.000 description 2
- 230000009471 action Effects 0.000 description 1
- 230000004913 activation Effects 0.000 description 1
- 238000007664 blowing Methods 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 238000007789 sealing Methods 0.000 description 1
Landscapes
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
- Control Of Transmission Device (AREA)
Description
【考案の詳細な説明】
（産業上の利用分野）
本考案は、車輌等の自動変速機の油圧制御装置
に関する。[Detailed Description of the Invention] (Industrial Application Field) The present invention relates to a hydraulic control device for an automatic transmission of a vehicle or the like.
（従来の技術）
従来、自動変速機の油圧制御装置としては、例
えば第２図に示すようなものがある。これは図示
せぬ摩擦係合機構において所要の締結力を得るた
めの油圧の一部をアキユムレータ１０の受圧室４
に導入するようになつている。アキユムレータ１
０の構造は、シリンダ筒体１の内部においゴム質
等の弾性シール部材２によつて周囲が被覆された
ピストン３が摺動自在に嵌装されていて、シリン
ダ筒体１とピストン３によつて画成される受圧室
４が上記摩擦係合機構に送る油圧の油路７に連通
している。ピストン３を介して受圧室４に対向す
る側のシリンダ室は大気開放室５となつている。
また、この大気開放室５の内部にはシリンダ筒体
１とシリンダ３との両者の相対的な変位に対応し
て弾性力が変化するリターンスプリング６が弾装
されている。すなわち、油圧源で発生した油圧は
受圧室４に導入され、この導入油圧の上昇に伴つ
てピストン３がリターンスプリング６の弾性力に
抗しつつ徐々にシリンダ筒体１内を摺動する。こ
のときの油圧上昇によつて摩擦係合機構では締結
作用が徐々に行われる。こうして、摩擦係合機構
における締結前後では回転から停止に移行する領
域の加速度が小さくなり、このときの慣性力によ
つて発生する自動変速機の出力軸のトルク変動が
小さくなつて、いわゆる乗員によるシフトレバー
操作時のセレクトシヨツクを軽減するようになつ
ている。(Prior Art) Conventionally, as a hydraulic control device for an automatic transmission, there is one shown in FIG. 2, for example. This means that a part of the hydraulic pressure for obtaining the required fastening force is transferred to the pressure receiving chamber 4 of the accumulator 10 in a friction engagement mechanism (not shown).
It is starting to be introduced in Accumulator 1
In the structure of No. 0, a piston 3 whose periphery is covered with an elastic sealing member 2 made of rubber or the like is slidably fitted inside a cylinder body 1, and the cylinder body 1 and piston 3 are connected to each other. A pressure receiving chamber 4 defined by the above-mentioned pressure receiving chamber 4 communicates with an oil passage 7 for supplying hydraulic pressure to the frictional engagement mechanism. The cylinder chamber on the side facing the pressure receiving chamber 4 via the piston 3 is an atmosphere open chamber 5.
A return spring 6 whose elastic force changes in response to relative displacement between the cylinder body 1 and the cylinder 3 is mounted inside the atmosphere open chamber 5. That is, the hydraulic pressure generated by the hydraulic pressure source is introduced into the pressure receiving chamber 4, and as the introduced hydraulic pressure increases, the piston 3 gradually slides within the cylinder body 1 while resisting the elastic force of the return spring 6. Due to the increase in oil pressure at this time, the frictional engagement mechanism gradually performs a fastening action. In this way, before and after the engagement of the friction engagement mechanism, the acceleration in the transition region from rotation to stop becomes smaller, and the torque fluctuation of the output shaft of the automatic transmission generated by the inertia force at this time becomes smaller, and the so-called It is designed to reduce the selection shock when operating the shift lever.
しかしながら、このような従来の自動変速機の
油圧制御装置としては、油圧を上昇させる速度を
遅くすることによつてセレクトシヨツクを軽減す
るようになつているため、回転から停止に移行す
る領域の加速度が小さくなり、つまり停止に至る
までに多くの時間を要することになる。その結
果、いわゆるタイムラグが長くなつて乗員に不快
感を与えるといつた問題点がある。 However, such conventional hydraulic control devices for automatic transmissions reduce the select shock by slowing down the speed at which the hydraulic pressure is increased, so the acceleration in the transition region from rotation to stop is reduced. becomes smaller, which means that it takes a longer time to come to a stop. As a result, there is a problem in that the so-called time lag becomes long, causing discomfort to the occupants.
上記問題点を解消せんとして、本願出願人は先
に「特願昭60−197465」等によつて、摩擦係合機
構で締結が行なわれている過程でそのときの締結
油圧を一時的に低下させるシステムを提案した。
これを第３図で概略的に示すと、シフトセレクト
操作時の電圧変化を検出するセンサ１４からセレ
クトがあつたことを示す電圧変化の検出信号を制
御ユニツト１３を送ると、適当な時間（t1sec）
経過後に所定時間だけ電磁弁１１にはこれを開放
するための作動パルス信号が入力される。電磁弁
１１は通常には摩擦係合機構における締結油圧を
発生している油路１７に連通した大気圧ポート
（またはドレインポート）１８を閉じているため、
作動パルス信号が電磁弁１１に入力されて作動す
ると大気圧ポート１８が開放されて、締結油圧が
一時的に低下することになる。ここで、摩擦係合
機構の動摩擦係数μは、摩擦係合機構の摩擦要素
が相対的な回転から一体的な回転へと移行するに
つれて非線形に増大し、一体回転に至る直前で最
大値を記録するが、締結油圧を一時的に低減する
ことによつて、かかる動摩擦係数μの増大を抑え
ることができ、第４図に示すように、動摩擦係数
μの増大に起因して発生する自動変速機の出力軸
トルク変動を回避し、セレクトシヨツクを低減で
きる。また、乗員は駆動力の立ち上がりをt1で感
じるので、タイムラグの悪化も事実上発生しな
い。 In order to solve the above problems, the applicant of the present application previously proposed in ``Japanese Patent Application No. 60-197465'' that temporarily lowers the fastening oil pressure during the fastening process using the frictional engagement mechanism. We proposed a system to
This is schematically shown in FIG. 3. When a sensor 14 that detects voltage changes during a shift select operation sends a voltage change detection signal indicating that a shift selection has been made to the control unit 13, a suitable time (t 1 sec)
After the lapse of time, an actuation pulse signal for opening the solenoid valve 11 is inputted to the solenoid valve 11 for a predetermined period of time. Since the solenoid valve 11 normally closes the atmospheric pressure port (or drain port) 18 that communicates with the oil passage 17 that generates the engagement hydraulic pressure in the friction engagement mechanism,
When the actuation pulse signal is input to the solenoid valve 11 and it is actuated, the atmospheric pressure port 18 is opened and the engagement oil pressure is temporarily reduced. Here, the dynamic friction coefficient μ of the friction engagement mechanism increases non-linearly as the friction elements of the friction engagement mechanism transition from relative rotation to integral rotation, and records a maximum value just before reaching integral rotation. However, by temporarily reducing the engagement oil pressure, it is possible to suppress the increase in the dynamic friction coefficient μ, and as shown in FIG. It is possible to avoid output shaft torque fluctuations and reduce select shock. Furthermore, since the occupant feels the rise of the driving force at t1 , there is virtually no worsening of the time lag.
（考案が解決しようとする問題点）
しかしながら、上記先願においては、自動変速
機の出力軸トルクが一定値に達した後でも、回転
から停止に移行する直前の領域では依然として回
転が続行していることが必要条件となる。したが
つて、その間に乗員がアクセル操作してエンジン
出力を上昇させると、エンジンのいわゆる空吹か
しを生じさせるという問題点がある。(Problem to be solved by the invention) However, in the above-mentioned prior application, even after the output shaft torque of the automatic transmission reaches a certain value, rotation still continues in the region immediately before the transition from rotation to stop. Being present is a necessary condition. Therefore, if the occupant operates the accelerator to increase the engine output during that time, there is a problem in that the engine will run.
そこで、本考案は上記した従来の問題点を解消
すべくなされたものであり、エンジンのアイドリ
ング状態の付近でのみ締結油圧を低下させるよう
にした自動変速機の油圧制御装置の提供を目的と
している。 Therefore, the present invention was devised to solve the above-mentioned conventional problems, and its purpose is to provide a hydraulic control device for an automatic transmission that reduces the engagement hydraulic pressure only when the engine is in an idling state. .
（問題点を解消するための手段）
上記問題点を解消して目的を達成するために、
本考案による自動変速機の油圧制御装置は、変速
状態を切り換える摩擦係合機構に油圧を供給する
油路を、ドレンポートに対して開放又は遮断すべ
く開閉作動する制御弁と、該制御弁に対して、前
記摩擦係合機構の係合過程で該制御弁を開放させ
て係合油圧を一時的に低下させる制御信号を出力
する制御ユニツトと、を有する自動変速機の油圧
制御装置において、エンジンのアイドリング状態
を検出するアイドリング検出手段を設け、該アイ
ドリング検出手段からの検出信号を前記制御ユニ
ツトに入力し、前記アイドリング検出手段がアイ
ドリング状態を検出した時に、前記制御弁を開放
させるように前記制御ユニツトを構成したことを
特徴とする。(Means for solving the problems) In order to solve the above problems and achieve the purpose,
The hydraulic control device for an automatic transmission according to the present invention includes a control valve that opens and closes an oil passage for supplying hydraulic pressure to a frictional engagement mechanism that switches a gear shift state to a drain port, and On the other hand, in a hydraulic control device for an automatic transmission, the control unit outputs a control signal that opens the control valve and temporarily lowers the engagement hydraulic pressure during the engagement process of the frictional engagement mechanism. idling detection means for detecting an idling state, a detection signal from the idling detection means is input to the control unit, and the control valve is configured to open the control valve when the idling detection means detects the idling state. It is characterized by comprising a unit.
（作用）
本考案によれば、摩擦係合機構の係合過程で制
御弁を開放させて係合油圧を一時的に低減する
が、この低減制御がアイドリング状態の時に行わ
れるため、エンジンの空吹かしが回避される。(Function) According to the present invention, the control valve is opened during the engagement process of the friction engagement mechanism to temporarily reduce the engagement oil pressure, but since this reduction control is performed during the idling state, the engine is idle. Blowing is avoided.
（実施例）
以下、本考案による自動変速機の油圧制御装置
の一実施例について図面を参照しつつ説明する。
なお、従来例で用いられた符号に同一の部材の詳
しい説明は省略する。(Embodiment) Hereinafter, an embodiment of the hydraulic control device for an automatic transmission according to the present invention will be described with reference to the drawings.
Note that detailed explanations of members having the same reference numerals as those used in the conventional example will be omitted.
第１図において、１４は乗員がシフトレバーに
よるセレクト操作を行つた時の電圧変化を検出す
る電圧センサ、また、２０はエンジンがアイドリ
ング状態にあることを検出するアイドリング検出
手段であつて、このアイドリング検出手段として
は、例えばエンジンのスロツトル弁開度、スロツ
トル弁開放速度、吸入負圧、自動変速機における
ライン油圧、および制動時のブレーキ油圧などを
検出する各種センサがある。実施例の場合、上記
各種センサのうちアイドリング時のみONとなる
スロツトル弁開度センサ２０を採用している。 In FIG. 1, reference numeral 14 is a voltage sensor that detects a voltage change when a passenger performs a select operation with a shift lever, and 20 is an idling detection means that detects that the engine is in an idling state. As the detection means, there are various sensors that detect, for example, the throttle valve opening degree of the engine, the throttle valve opening speed, the suction negative pressure, the line oil pressure in the automatic transmission, and the brake oil pressure during braking. In the case of the embodiment, a throttle valve opening sensor 20 which is ON only during idling among the various sensors described above is employed.
電圧センサ１４およびスロツトル弁開度センサ
２０の各々によつて検出された信号は制御ユニツ
ト１３に送られて制御される。１１はこの制御ユ
ニツト１３で制御された作動信号によつて作動す
る電磁弁である。電磁弁１１に作動信号が送られ
ると弁体１２が摩擦係合機構に連通する油路１７
と大気圧ポート（またはドレンポート）１８とを
連通させるべく図の右方向に所定量だけ移動し、
油路１７側に弁体１２の開度量に見合うだけ大気
圧ポート１８側に開放するようになつている。上
記の電磁弁１１と弁体１２は一体として、油路１
７を大気圧ポート１８に対して開放又は遮断すべ
く開閉作動する制御弁として機能する。 Signals detected by each of the voltage sensor 14 and the throttle valve opening sensor 20 are sent to the control unit 13 for control. Reference numeral 11 designates a solenoid valve that is operated by an operating signal controlled by this control unit 13. When an actuation signal is sent to the electromagnetic valve 11, the valve body 12 communicates with the friction engagement mechanism through an oil passage 17.
and the atmospheric pressure port (or drain port) 18 by a predetermined amount to the right in the figure.
The oil passage 17 side is opened to the atmospheric pressure port 18 side by an amount corresponding to the opening amount of the valve body 12. The above-mentioned solenoid valve 11 and valve body 12 are integrated into the oil passage 1
7 functions as a control valve that opens and closes to open or shut off the atmospheric pressure port 18.
つぎに、上記実施例の作用を説明する。 Next, the operation of the above embodiment will be explained.
乗員によるシフトレバーのセレクト操作時の電
圧変化を電圧センサ１４が検出し、さらにアイド
リング検出手段としてのスロツトル弁開度センサ
２０がエンジンのアイドリング状態を検出する
と、これらの検出信号が制御ユニツト１３に送ら
れて制御され、制御ユニツト１３からの制御パル
ス信号が作動指令として電磁弁１１に送られる。
電磁弁１１における弁体１２の作動によつて、油
路１７と大気圧ポート１８とが連通して摩擦係合
機構における締結油圧が低下する。一方、スロツ
トル弁全閉状態で乗員によるシフトレバーのセレ
クト操作直後にアクセルペダルの踏み込みが行な
われると、この時点で電磁弁１１が制御ユニツト
１３からの制御信号を断たれるので油路１７と大
気ポート１８とを遮断する閉状態となるため、こ
れ以降は制御ユニツト１３によつて電磁弁１１が
作動指令を受けないときの油圧の上昇のみが見込
まれ、エンジンの空吹かしがなくなつて、摩擦係
合機構におけるクラツチの摩耗を大幅に軽減する
ことができる。 When the voltage sensor 14 detects a voltage change when the passenger selects the shift lever, and the throttle valve opening sensor 20 as idling detection means detects the idling state of the engine, these detection signals are sent to the control unit 13. A control pulse signal from the control unit 13 is sent to the solenoid valve 11 as an operation command.
The operation of the valve body 12 in the electromagnetic valve 11 causes the oil passage 17 and the atmospheric pressure port 18 to communicate with each other, thereby reducing the engagement oil pressure in the friction engagement mechanism. On the other hand, if the throttle valve is fully closed and the occupant depresses the accelerator pedal immediately after selecting the shift lever, the solenoid valve 11 is cut off from the control signal from the control unit 13 at this point, so that the oil passage 17 and the atmosphere Since the valve is closed and the port 18 is shut off, from this point forward, the oil pressure is expected to increase only when the solenoid valve 11 does not receive an activation command from the control unit 13, and the engine no longer races, reducing friction. Clutch wear in the engagement mechanism can be significantly reduced.
なお、実施例で採用されたアイドリング検出手
段としてのスロツトル弁開度センサ２０に加え
て、スロツトル弁開放速度センサを採用すること
によつて、セレクトシヨツクのみならず、スロツ
トル弁を1/3，1/2等の途中の開度から急踏み込み
した時のダウンシフトシヨツク低減制御を行う際
にもエンジン空吹きを防止することも可能とな
る。 In addition to the throttle valve opening sensor 20 as the idling detection means adopted in the embodiment, by adopting a throttle valve opening speed sensor, not only the select shock but also the throttle valve can be adjusted to 1/3, 1 It is also possible to prevent the engine from racing even when performing downshift shock reduction control when the driver suddenly depresses the pedal from an intermediate position such as /2.
（考案の効果）
上記したことから理解されるように、本考案に
よる自動変速機の油圧制御装置は、摩擦係合機構
において係合が行われている過程で係合油圧を、
エンジンのアイドリング状態時に一時的に低下さ
せるように構成しているので、エンジンの空吹き
が防止されて摩擦係合機構の摩耗を大幅に軽減で
きる。(Effects of the invention) As can be understood from the above, the hydraulic control device for an automatic transmission according to the invention controls the engagement hydraulic pressure during the engagement process in the friction engagement mechanism.
Since it is configured to temporarily lower the amount when the engine is idling, it is possible to prevent the engine from idling and significantly reduce wear on the friction engagement mechanism.
第１図は本考案による自動変速機の油圧制御装
置の一実施例を示す構成図、第２図は従来の自動
変速機の油圧制御装置の一部を概略的に示す断面
図、第３図は本出願人の先願による自動変速機の
油圧制御装置の構成図、第４図は上記従来例と先
願の各装置の自動変速機出力軸トルクと時間の関
係を示す性能曲線図である。
｛１１……電磁弁、１２……弁体｝（制御弁）、
１３……制御ユニツト、１４……電圧センサ、１
７……摩擦係合機構に連通する油路、１８……大
気圧ポート（またはドレンポート）、２０……ス
ロツトル弁開度センサ（アイドリング検出手段）。
Fig. 1 is a configuration diagram showing an embodiment of the hydraulic control device for an automatic transmission according to the present invention, Fig. 2 is a sectional view schematically showing a part of a conventional hydraulic control device for an automatic transmission, and Fig. 3 4 is a configuration diagram of a hydraulic control device for an automatic transmission according to the applicant's earlier application, and FIG. 4 is a performance curve diagram showing the relationship between automatic transmission output shaft torque and time for each device of the conventional example and the earlier application. . {11... solenoid valve, 12... valve body} (control valve),
13...Control unit, 14...Voltage sensor, 1
7...Oil passage communicating with the friction engagement mechanism, 18...Atmospheric pressure port (or drain port), 20...Throttle valve opening sensor (idling detection means).
Claims (1)
給する油路を、ドレンポートに対して開放又は遮
断すべく開閉作動する制御弁と、 該制御弁に対して、前記摩擦係合機構の係合過
程で該制御弁を開放させて係合油圧を一時的に低
下させる制御信号を出力する制御ユニツトと、を
有する自動変速機の油圧制御装置において、 エンジンのアイドリング状態を検出するアイド
リング検出手段を設け、 該アイドリング検出手段からの検出信号を前記
制御ユニツトに入力し、前記アイドリング検出手
段がアイドリング状態を検出した時に、前記制御
弁を開放させるように前記制御ユニツトを構成し
たことを特徴とする自動変速機の油圧制御装置。[Scope of Claim for Utility Model Registration] A control valve that opens and closes an oil passage for supplying hydraulic pressure to a frictional engagement mechanism that switches a gear shift state to a drain port, and a control valve that operates to open and close an oil passage that supplies hydraulic pressure to a frictional engagement mechanism that changes a speed change state; A hydraulic control device for an automatic transmission, comprising: a control unit that outputs a control signal that opens the control valve during the engagement process of a frictional engagement mechanism to temporarily lower the engagement hydraulic pressure; The control unit is configured to include an idling detection means for detecting idling, input a detection signal from the idling detection means to the control unit, and open the control valve when the idling detection means detects an idling state. A hydraulic control device for an automatic transmission characterized by:
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2340686U JPH05592Y2 (en) | 1986-02-20 | 1986-02-20 | |
| US06/903,705 US4748870A (en) | 1985-09-05 | 1986-09-04 | Control system for automatic transmission |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2340686U JPH05592Y2 (en) | 1986-02-20 | 1986-02-20 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS62136652U JPS62136652U (en) | 1987-08-28 |
| JPH05592Y2 true JPH05592Y2 (en) | 1993-01-08 |
Family
ID=30821686
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2340686U Expired - Lifetime JPH05592Y2 (en) | 1985-09-05 | 1986-02-20 |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH05592Y2 (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH07103316A (en) * | 1993-09-30 | 1995-04-18 | Hino Motors Ltd | Lubricating oil cooling device for transmission |
-
1986
- 1986-02-20 JP JP2340686U patent/JPH05592Y2/ja not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| JPS62136652U (en) | 1987-08-28 |
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