JPH0636357Y2 - Control device for hydraulically actuated transmission for vehicle - Google Patents

Control device for hydraulically actuated transmission for vehicle

Info

Publication number
JPH0636357Y2
JPH0636357Y2 JP10612289U JP10612289U JPH0636357Y2 JP H0636357 Y2 JPH0636357 Y2 JP H0636357Y2 JP 10612289 U JP10612289 U JP 10612289U JP 10612289 U JP10612289 U JP 10612289U JP H0636357 Y2 JPH0636357 Y2 JP H0636357Y2
Authority
JP
Japan
Prior art keywords
accumulator
transmission system
clutch
speed
reverse
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
Application number
JP10612289U
Other languages
Japanese (ja)
Other versions
JPH0346059U (en
Inventor
隆文 酒井
一馬 畑山
恵一 石川
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Honda Motor Co Ltd
Original Assignee
Honda Motor Co Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Honda Motor Co Ltd filed Critical Honda Motor Co Ltd
Priority to JP10612289U priority Critical patent/JPH0636357Y2/en
Publication of JPH0346059U publication Critical patent/JPH0346059U/ja
Application granted granted Critical
Publication of JPH0636357Y2 publication Critical patent/JPH0636357Y2/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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  • 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、各別の油圧クラッチにより確立される前進用
の複数の伝動系と、これら前進伝動系のうちの所定の伝
動系と油圧クラッチを共用する後進伝動系とを備える車
両用油圧作動式変速機の制御装置に関する。DETAILED DESCRIPTION OF THE INVENTION (Industrial field of application) The present invention relates to a plurality of transmission systems for forward movement established by separate hydraulic clutches, and a predetermined transmission system and hydraulic clutch of these forward transmission systems. The present invention relates to a control device for a hydraulically actuated transmission for a vehicle, which includes a reverse transmission system that shares the same.

（従来の技術） 従来、特開昭61-233248号公報により、１速乃至４速の
油圧クラッチにより各確立される前進用の１速乃至４速
の伝動系と、４速伝動系と４速油圧クラッチを共用する
後進伝動系とを備える車両用油圧作動式変速機におい
て、これら油圧クラッチへの給排油を制御する油圧回路
にマニアル弁を設け、該マニアル弁を前進レンジに切換
えたときシフト弁を介して１速乃至４速の油圧クラッチ
に選択的に給油して１速乃至４速の変速を行い、該マニ
アル弁を後進レンジに切換えたとき４速伝動系を後進伝
動系とを選択的に確立するセレクタギアを作動するサー
ボ弁を介して４速油圧クラッチに給油し、セレクタギア
の後進側への切換動作と４速油圧クラッチの係合とで後
進伝動系を確立するようにし、更に１速乃至４速の各油
圧クラッチに連る各クラッチ油路に該各油圧クラッチへ
の給油圧の急激な立上りを緩衝するアキュムレータを接
続して、変速ショックを軽減するようにしたものは知ら
れている。(Prior Art) Conventionally, according to Japanese Patent Laid-Open No. 61-233248, first to fourth speed transmission systems for forward movement established by hydraulic clutches of the first to fourth speeds, a fourth speed transmission system and a fourth speed. In a vehicle hydraulically actuated transmission equipped with a reverse transmission system that shares a hydraulic clutch, a manual valve is provided in a hydraulic circuit that controls oil supply and discharge to these hydraulic clutches, and shifts when the manual valve is switched to a forward range. When the manual valve is switched to the reverse range by selectively supplying oil to the 1st to 4th speed hydraulic clutches via the valve to shift the 1st to 4th speeds, the 4th speed transmission system is selected as the reverse transmission system. The fourth speed hydraulic clutch is refueled via a servo valve that operates a selector gear that is established in a static manner, and a reverse transmission system is established by the switching operation of the selector gear to the reverse side and the engagement of the fourth speed hydraulic clutch. Furthermore, each hydraulic clutch of 1st to 4th It is known that an accumulator for buffering a rapid rise of the hydraulic pressure supplied to each hydraulic clutch is connected to each clutch oil passage connected to each other to reduce shift shock.

アキュムレータは、これに収納したアキュムレータピス
トンをその背側の弾性部材に抗して退動させつつ該ピス
トンの前面のアキュムレータ室に油を受容すべく構成さ
れており、クラッチへの給油圧が弾性部材の初期弾性力
に対応する下限圧からアキュムレータピストンがストロ
ークエンドに退動したときの弾性部材の弾性力に対応す
る上限圧に上昇するまでの間油圧の立上りが緩衝され、
この緩衝時間はアキュムレータピストンのストローク容
積即ちアキュムレータ容量が大きくなる程長くなる。The accumulator is configured to receive oil in the accumulator chamber on the front surface of the piston while retracting the accumulator piston housed therein against the elastic member on the back side of the accumulator piston. The rise of the hydraulic pressure is buffered from the lower limit pressure corresponding to the initial elastic force of to the upper limit pressure corresponding to the elastic force of the elastic member when the accumulator piston retracts to the stroke end,
This buffering time becomes longer as the stroke volume of the accumulator piston, that is, the accumulator capacity becomes larger.

ところで、４速油圧クラッチ用のアキュムレータは、マ
ニアル弁の前進レンジにおける４速への変速時に発生す
る変速ショックを軽減すべく、４速への変速時に要求さ
れる緩衝特性に合わせて弾性部材のばねレートやアキュ
ムレータ容量を設定するを一般とし、そのためマニアル
弁の後進レンジへの切換えによる後進伝動系の確立時に
発生するショックを良好に吸収し得なくなる場合があ
る。By the way, an accumulator for a 4th-speed hydraulic clutch uses a spring of an elastic member in accordance with a cushioning characteristic required at the time of shifting to the 4th speed in order to reduce a shift shock generated when shifting to the 4th speed in a forward range of a manual valve. Generally, the rate and the accumulator capacity are set, so that it may not be possible to satisfactorily absorb the shock generated when the reverse transmission system is established by switching the manual valve to the reverse range.

即ち、後進レンジへの切換えは一般にエンジンのアイド
ル運転状態で行うため、４速への変速時よりも低い油圧
で４速油圧クラッチが係合し始め、４速への変速時に合
わせた設定では、アキュムレータピストンが退動し始め
る下限圧が高くなり過ぎて、アキュムレータによる昇圧
緩衝作用を生ずる前に４速油圧クラッチが係合してしま
い、ショックを吸収できなくなる場合がある。That is, since switching to the reverse range is generally performed in the idle operation state of the engine, the 4th speed hydraulic clutch starts to be engaged at a hydraulic pressure lower than that at the time of shifting to the 4th speed, and in the setting adapted to the shifting to the 4th speed, In some cases, the lower limit pressure at which the accumulator piston begins to retreat becomes too high, and the fourth speed hydraulic clutch is engaged before the boost buffering action by the accumulator occurs, making it impossible to absorb the shock.

かかる不具合を解消すべく、本願出願人は先に特願平1-
74172号により、４速油圧クラッチ用アキュムレータを
第１と第２の１対のアキュムレータ室を備えるものに構
成し、第１のアキュムレータ室を４速クラッチ油路に常
時連通すると共に、第２のアキュムレータ室を後進レン
ジへの切換時に該クラッチ油路に接続するようにしたも
のを提案した。これによれば、後進レンジへの切換時、
第１と第２の１対のアキュムレータ室にクラッチ圧が作
用し、アキュムレータピストンの受圧面積が増して該ピ
ストンが退動し始める下限圧が低くなると共にアキュム
レータ容量が増して緩衝時間が長くなり、アキュムレー
タによる昇圧緩衝領域で４速油圧クラッチがスムーズに
係合して、後進伝動系の確立ショックが緩和される。In order to solve such a problem, the applicant of the present application previously filed Japanese Patent Application No. 1-
According to No. 74172, an accumulator for a 4-speed hydraulic clutch is configured to include a pair of first and second accumulator chambers, and the first accumulator chamber is always in communication with the 4-speed clutch oil passage and the second accumulator chamber is also connected. It was proposed to connect the chamber to the clutch oil passage when switching to the reverse range. According to this, when switching to the reverse range,
The clutch pressure acts on the first and second pair of accumulator chambers, the pressure receiving area of the accumulator piston increases, the lower limit pressure at which the piston starts to recede decreases, the accumulator capacity increases, and the buffer time increases, The fourth speed hydraulic clutch is smoothly engaged in the boost buffer region by the accumulator, and the shock of establishing the reverse transmission system is alleviated.

（考案が解決しようとする課題） 然し、特定運転状態例えば低油温時やファーストアイド
ル状態での後進レンジへの切換えに際しては、上記先の
提案の如く第１と第２の両アキュムレータ室にクラッチ
圧を作用させることは必ずしも好ましくないことが判明
した。(Problems to be solved by the invention) However, when switching to the reverse range in a specific operating state, for example, at a low oil temperature or a fast idle state, the clutches are provided in both the first and second accumulator chambers as proposed above. It has been found that applying pressure is not always desirable.

即ち、低油温時は油の粘性が高くなってクラッチ圧が元
々緩やかに昇圧するため、アキュムレータ容量が増加す
ると４速油圧クラッチが係合するまでに時間がかかり過
ぎ、又ファーストアイドル時や非停車時に後進レンジへ
の切換えで後進伝動系が確立された場合、これによって
生ずるエンジントルクの変化量は前進レンジにおける４
速への変速時と同程度に増加するため、低圧領域での緩
衝作用ではショックを充分に吸収できなくなる。That is, when the oil temperature is low, the viscosity of the oil increases and the clutch pressure rises gradually from the beginning. Therefore, if the accumulator capacity increases, it takes too long to engage the 4th speed hydraulic clutch, and at the time of first idle or non-operation. When the reverse transmission system is established by switching to the reverse range when the vehicle is stopped, the amount of change in engine torque caused by this is 4 in the forward range.
Since it increases to the same extent as when shifting to high speed, the shock absorbing effect in the low pressure region cannot sufficiently absorb the shock.

本考案は、以上の点に鑑み、後進レンジへの切換時にお
けるアキュムレータ特性を運転状態に応じて切換えられ
るようにした先の提案の改良装置を提供することをその
目的としている。The present invention has been made in view of the above points, and an object thereof is to provide an improved device of the above proposal, in which the accumulator characteristic at the time of switching to the reverse range can be switched according to the operating state.

（課題を解決するための手段） 上記目的を達成すべく、本考案では、各別の油圧クラッ
チにより確立される前進用の複数の伝動系と、これら前
進用伝動系のうちの所定の伝動系と油圧クラッチを共用
する後進伝動系とを備え、これら油圧クラッチへの給排
油を制御する油圧回路に設けたマニアル弁の前進レンジ
への切換えで該所定の伝動系と該後進伝動系との共用油
圧クラッチに給油したとき該所定の伝動系が確立され、
該マニアル弁の後進レンジへの切換えで該共用油圧クラ
ッチに給油したとき該後進伝動系が確立されるようにす
ると共に、該共用油圧クラッチに連るクラッチ油路に該
共用油圧クラッチへの給油圧の急激な立上りを緩衝する
アキュムレータを接続するものにおいて、該アキュムレ
ータを第１と第２の１対のアキュムレータ室を備えるも
のに構成し、第１アキュムレータ室を前記クラッチ油路
に常時連通すると共に、前記マニアル弁の後進レンジへ
の切換時に第２アキュムレータ室を該クラッチ油路に連
通し且つ後進レンジへの切換時であっても車両の特定運
転状態ではこの連通を断つ制御手段を設けた。(Means for Solving the Problems) In order to achieve the above object, in the present invention, a plurality of forward transmission systems established by separate hydraulic clutches, and a predetermined transmission system among these forward transmission systems. And a reverse transmission system sharing the hydraulic clutch, and switching between the predetermined transmission system and the reverse transmission system by switching to a forward range of a manual valve provided in a hydraulic circuit for controlling oil supply and discharge to these hydraulic clutches. When the common hydraulic clutch is refueled, the predetermined transmission system is established,
When the common hydraulic clutch is refueled by switching to the reverse range of the manual valve, the reverse transmission system is established, and the hydraulic pressure supplied to the common hydraulic clutch is provided in the clutch oil passage connected to the common hydraulic clutch. In the case of connecting an accumulator that buffers the rapid rise of, the accumulator is configured to include a first and a second pair of accumulator chambers, and the first accumulator chamber is always connected to the clutch oil passage, A control means is provided for communicating the second accumulator chamber with the clutch oil passage when the manual valve is switched to the reverse drive range, and for disconnecting the communication in a specific operation state of the vehicle even when the manual valve is switched to the reverse drive range.

（作用） 後進レンジの切換時、通常の運転状態ではアキュムレー
タの第１と第２の両アキュムレータ室がクラッチ油路に
連通し、クラッチ圧が比較的低圧から充分な時間をかけ
て緩やかに昇圧し、後進伝動系がスムーズに確立され
る。(Operation) When switching the reverse range, in normal operating conditions, both the first and second accumulator chambers of the accumulator communicate with the clutch oil passage, and the clutch pressure gradually increases from a relatively low pressure over a sufficient period of time. , The reverse transmission system is established smoothly.

一方、特定運転状態例えば変速機油温が低いときやファ
ーストアイドル状態（エンジン回転数が高いとき）や非
停車時では、前進レンジと同様に第１アキュムレータ室
のみがクラッチ油路に連通する。低油温時は油の粘性が
高いため、第２アキュムレータ室が働かなくてもクラッ
チ圧は比較的低圧から緩やかに昇圧し、後進伝動系の確
立ショックが緩和され、且つ後進伝動系の確立が過度に
遅れるようなこともない。又、ファーストアイドル状態
や非停車時では、第１アキュムレータ室のみの働きによ
り前進レンジにおけるアキュムレータ特性と同様に比較
的高圧の領域でクラッチ圧の昇圧が緩衝され、ファース
トアイドル状態や非停車時での後進レンジへの切換時に
要求される緩衝特性に対応する昇圧緩衝作用が行われ
る。On the other hand, in a specific operating state, for example, when the transmission oil temperature is low, in the fast idle state (when the engine speed is high), or when the vehicle is not stopped, only the first accumulator chamber communicates with the clutch oil passage as in the forward drive range. When the oil temperature is low, the viscosity of the oil is high, so even if the second accumulator chamber does not work, the clutch pressure gradually rises from a relatively low pressure, the shock of establishing the reverse transmission system is alleviated, and the reverse transmission system is established. There is no excessive delay. Further, in the fast idle state or when the vehicle is not stopped, the pressure increase of the clutch pressure is buffered in the relatively high pressure region by the function of only the first accumulator chamber in the same manner as the accumulator characteristic in the forward range. A boosting cushioning action corresponding to the cushioning characteristic required at the time of switching to the reverse range is performed.

（実施例） 第１図を参照して、（１）は前進４段後進１段の変速を
行う変速機を示し、該変速機（１）は、エンジン（２）
に流体トルクコンバータ（３）を介して連結される入力
軸（1a）と、車両の駆動輪（４）にデフギア（５）を介
して連結される出力軸（1b）との間に前進用の１速乃至
４速の伝動系（G1）（G2）（G3）（G4）と後進伝動系
（GR）とを備え、前進用の各伝動系（G1）（G2）（G3）
（G4）に１速乃至４速の各油圧クラッチ（C1）（C2）
（C3）（C4）を介入して、該各油圧クラッチ（C1）（C
2）（C3）（C4）の係合により該各伝動系（G1）（G2）
（G3）（G4）を選択的に確立させるようにし、又後進伝
動系（GR）は、４速伝動系（G4）と４速油圧クラッチ
（C4）を共用するものとし、該両伝動系（G4）（GR）を
出力軸（1b）上のセレクタギア（６）の図面で左方の前
進側と右方の後進側とへの切換動作で選択的に確立する
ようにした。(Embodiment) With reference to FIG. 1, (1) shows a transmission that performs four forward gears and one reverse gear shift, and the transmission (1) is an engine (2).
Between the input shaft (1a) connected to the vehicle via the fluid torque converter (3) and the output shaft (1b) connected to the drive wheel (4) of the vehicle via the differential gear (5). 1st to 4th speed transmission system (G1) (G2) (G3) (G4) and reverse transmission system (GR), each forward transmission system (G1) (G2) (G3)
(G4) 1st to 4th speed hydraulic clutches (C1) (C2)
By interposing (C3) and (C4), each hydraulic clutch (C1) (C
2) Each transmission system (G1) (G2) by the engagement of (C3) (C4)
(G3) and (G4) are selectively established, and the reverse transmission system (GR) shares both the 4-speed transmission system (G4) and the 4-speed hydraulic clutch (C4). In the drawing of the selector gear (6) on the output shaft (1b), G4) (GR) is selectively established by the switching operation between the left forward drive side and the right reverse drive side.

図中（７）は１速伝動系（G1）に介入したワンウェイク
ラッチで、出力軸（1b）側のオーバー回転を許容すべく
作動し、２速油圧クラッチ（C2）への給油により２速伝
動系（G2）が確立されたとき、１速伝動系（G1）を介し
ての動力伝達が自動的に停止されるようになっている。In the figure, (7) is a one-way clutch that intervenes in the first speed transmission system (G1) and operates to allow over-rotation on the output shaft (1b) side, and second speed transmission is performed by refueling the second speed hydraulic clutch (C2). When the system (G2) is established, power transmission via the first speed transmission system (G1) is automatically stopped.

前記各油圧クラッチ（C1）（C2）（C3）（C4）への給排
油は、第２図に示す如く、油圧源（８）と、マニアル弁
（９）と、複数のシフト弁から成るシフト弁ユニット
（10）と、前記セレクタギア（６）に係合するシフトフ
ォーク（6a）を連結した前後進切換用のサーボ弁（11）
とを有する油圧回路により制御されるもので、マニアル
弁（９）は車室内のシフトレバによりパーキング用の
「Ｐ」、後進用の「Ｒ」、ニュートラル用の「Ｎ」、自
動変速用の「Ｄ」と「Ｓ」、２速保持用の「２」の６レ
ンジに切換操作自在とし、マニアル弁（９）の「Ｄ」
「Ｓ」レンジでは、油圧源（８）にシフト弁ユニット
（10）に連る第１油路（L1）をマニアル弁（９）を介し
て接続し、該第１油路（L1）から分岐した第２油路（L
2）を介して１速油圧クラッチ（C1）に常時ライン圧の
油を給油すると共に、該シフト弁ユニット（10）の各シ
フト弁を後記する如く電子制御回路（12）からの信号で
切換制御して、該ユニット（10）から第３油路（L3）を
介して２速油圧クラッチ（C2）と第４油路（L4）を介し
て３速油圧クラッチ（C3）と、更に該ユニット（10）か
ら第５油路（L5）とマニアル弁（９）と第６油路（L6）
とを介して４速油圧クラッチ（C4）とに選択的に給油す
ることにより１速乃至４速の自動変速を行い、又「２」
レンジでは、シフト弁ユニット（10）を２速油圧クラッ
チ（C2）への給油を行う状態に保持して、２速伝動系
（G2）を確立保持し、又「Ｒ」レンジでは、マニアル弁
（９）から第７油路（L7）を介してサーボ弁（11）に給
油し、該サーボ弁（11）を介してシフトフォーク（6a）
を仮想線示の如く右動させて、セレクタギア（６）を後
進側に切換えると共に、該サーボ弁（11）から第８油路
（L8）とマニアル弁（９）と第６油路（L6）を介して４
速油圧クラッチ（C4）に給油して、後進伝動系（GR）を
確立するようになっている。尚、第６油路（L6）は
「Ｄ」「Ｓ」レンジで第５油路（L5）と「Ｒ」レンジで
第８油路（L8）とに選択的に接続される。As shown in FIG. 2, the oil supply / drainage to each of the hydraulic clutches (C1) (C2) (C3) (C4) consists of a hydraulic pressure source (8), a manual valve (9), and a plurality of shift valves. A servo valve (11) for switching between forward and backward movements, which connects a shift valve unit (10) and a shift fork (6a) that engages with the selector gear (6).
The manual valve (9) is controlled by a hydraulic circuit having a and, and the manual valve (9) is "P" for parking, "R" for reverse, "N" for neutral, and "D" for automatic shifting by the shift lever in the vehicle compartment. , "S", and "2" for holding the 2nd speed can be freely switched, and "D" of the manual valve (9)
In the "S" range, the hydraulic pressure source (8) is connected to the first oil passage (L1) connected to the shift valve unit (10) via the manual valve (9), and branched from the first oil passage (L1). The second oil passage (L
2) The first-speed hydraulic clutch (C1) is constantly supplied with line pressure oil, and the shift valves of the shift valve unit (10) are controlled by signals from the electronic control circuit (12) as described later. Then, the second speed hydraulic clutch (C2) from the unit (10) via the third oil passage (L3) and the third speed hydraulic clutch (C3) via the fourth oil passage (L4), and further the unit ( 10) to 5th oil passage (L5), manual valve (9) and 6th oil passage (L6)
By selectively supplying oil to the 4th speed hydraulic clutch (C4) via and, automatic shifting from the 1st speed to the 4th speed is performed.
In the range, the shift valve unit (10) is kept in a state of supplying oil to the second speed hydraulic clutch (C2) to establish and maintain the second speed transmission system (G2). In the “R” range, the manual valve ( 9) supplies the servo valve (11) with oil through the seventh oil passage (L7), and the shift fork (6a) through the servo valve (11).
Is moved to the right as shown by the phantom line to switch the selector gear (6) to the reverse side and at the same time from the servo valve (11) to the eighth oil passage (L8), the manual valve (9) and the sixth oil passage (L6). ) Through 4
The high speed hydraulic clutch (C4) is refueled to establish a reverse transmission system (GR). The sixth oil passage (L6) is selectively connected to the fifth oil passage (L5) in the "D" and "S" ranges and to the eighth oil passage (L8) in the "R" range.

前記電子制御回路（12）はマイクロコンピュータから成
るもので、これにマニアル弁（９）のポジションセンサ
(131)からの信号と、エンジンのスロットル開度センサ
(132)からの信号と、車速センサ(133)からの信号とを入
力し、マニアル弁（９）の「Ｄ」「Ｓ」レンジでは、ス
ロットル開度と車速とをパラメータとして規定される所
定の変速特性に従い、１速領域で２速乃至４速の何れの
油圧クラッチ（C2）（C3）（C4）にも給油しない１速信
号を出力して１速伝動系（G1）と、２速領域で２速油圧
クラッチ（C2）に給油する２速信号を出力して２速伝動
系（G2）と、３速領域で３速油圧クラッチ（C3）に給油
する３速信号を出力して３速伝動系（G3）と、４速領域
で４速油圧クラッチ（C4）に給油する４速信号を出力し
て４速伝動系（G4）とを確立する。The electronic control circuit (12) comprises a microcomputer, and a position sensor for the manual valve (9)
(13 1 ) signal and engine throttle opening sensor
The signal from (13 2 ) and the signal from the vehicle speed sensor (13 3 ) are input, and throttle opening and vehicle speed are defined as parameters in the "D" and "S" ranges of the manual valve (9). In accordance with a predetermined speed change characteristic, in the first speed range, the second speed to fourth speed hydraulic clutches (C2), (C3) and (C4) are not refueled to output a first speed signal to output the first speed transmission system (G1) and the second speed transmission system (G1). In the speed range, output the 2nd speed signal to feed the 2nd speed hydraulic clutch (C2) to output the 2nd speed transmission system (G2) and in the 3rd speed range to output the 3rd speed signal to feed the 3rd speed hydraulic clutch (C3). The 3rd speed transmission system (G3) and the 4th speed transmission system (G4) are established by outputting the 4th speed signal for supplying oil to the 4th speed hydraulic clutch (C4) in the 4th speed range.

図中（A1）（A2）（A3）（A4）は各油圧クラッチ（C1）
（C2）（C3）（C4）の給排油時の急激な圧変化を緩衝す
べく設けたアキュムレータを示し、これらアキュムレー
タにより変速ショックの軽減を図るようにした。In the figure, (A1) (A2) (A3) (A4) are each hydraulic clutch (C1)
The accumulators (C2), (C3), and (C4) are provided to buffer the sudden pressure changes during oil supply and drain, and these accumulators are designed to reduce shift shock.

ところで、４速伝動系（G4）と後進伝動系（GR）との共
用油圧クラッチたる４速油圧クラッチ（C4）用のアキュ
ムレータ（A4）は、マニアル弁（９）の「Ｄ」「Ｓ」レ
ンジにおける４速への変速時と、マニアル弁（９）の
「Ｒ」レンジへの切換えによる後進伝動系（GR）の確立
時との何れにも対処し得るように以下の如く構成されて
いる。By the way, the accumulator (A4) for the 4th speed hydraulic clutch (C4), which is a hydraulic clutch shared by the 4th speed transmission system (G4) and the reverse transmission system (GR), is the "D""S" range of the manual valve (9). In order to cope with both the shift to the fourth speed and the establishment of the reverse transmission system (GR) by switching the manual valve (9) to the "R" range, the following configuration is adopted.

即ち、該アキュムレータ（A4）は、ミッションケース内
のバルブブロックに一体のアキュムレータ本体（14）に
形成した段付穴（14a）に、大径ピストン部（15a）とそ
の先方にのびる小径ピストン部（15b）とを有する段付
形状のアキュムレータピストン（15）を嵌挿し、該ピス
トン（15）と該アキュムレータ本体（14）の開口端に嵌
着するエンドキャップ（14b）との間にコイルスプリン
グ（16）を介設して成るものとし、大径ピストン部（15
a）とこれに対向する段付穴（14a）の中間の段差面との
間に第１アキュムレータ室（17）と、小径ピストン部
（15b）の先端面と段付穴（14a）の底面との間に第２ア
キュムレータ室（18）とを画成して、該第１アキュムレ
ータ室（17）を第６油路（L6）に連通すると共に、該第
２アキュムレータ室（18）に連る第９油路（L9）を第８
油路（L8）に接続した。又、本実施例では、アキュムレ
ータピストン（15）の尾端部に大径ピストン部（15a）
より小径で前記エンドキャップ（14b）に内嵌するガイ
ドスリーブ（15c）を突設し、該ガイドスリーブ（15c）
の外周に背圧室（19）を画成して、該背圧室（19）にエ
ンジンのスロットル開度に応じたスロットル圧Ｐθを入
力するようにした。That is, the accumulator (A4) has a large-diameter piston portion (15a) and a small-diameter piston portion (15a) extending in the stepped hole (14a) formed in the accumulator body (14) integrated with the valve block in the mission case. A stepped accumulator piston (15) having a coil spring (16b) between the piston (15) and an end cap (14b) fitted to the open end of the accumulator body (14). ), The large-diameter piston section (15
The first accumulator chamber (17), the tip surface of the small-diameter piston part (15b) and the bottom surface of the stepped hole (14a) are provided between a) and the step surface in the middle of the stepped hole (14a) facing the stepped hole (14a). A second accumulator chamber (18) is defined between the first accumulator chamber (17) and the sixth oil passage (L6), and the second accumulator chamber (18) is connected to the second accumulator chamber (18). Eighth oil passage (L9)
Connected to the oil passage (L8). Further, in this embodiment, the large-diameter piston portion (15a) is provided at the tail end portion of the accumulator piston (15).
A guide sleeve (15c) having a smaller diameter and fitted in the end cap (14b) is provided so as to project, and the guide sleeve (15c)
A back pressure chamber (19) is defined on the outer periphery of the engine, and a throttle pressure Pθ corresponding to the throttle opening of the engine is input to the back pressure chamber (19).

アキュムレータピストン（15）は、その大径ピストン部
（15a）がエンドキャップ（14b）の先端で構成されるス
トッパ（20）に当接する位置まで退動可能であり、その
退動ストロークをｌ、大径ピストン部（15a）の第１ア
キュムレータ室（17）に面する受圧面積をS1、小径ピス
トン部（15b）の第２アキュムレータ室（18）に面する
受圧面積をS2、コイルスプリング（16）の初期ばね力を
F1とすると、マニアル弁（９）の「Ｄ」「Ｓ」レンジに
おける４速への変速時は、第８油路（L8）には給油され
ないため、第６油路（L6）に連通する第１アキュムレー
タ室（17）にのみ４速油圧クラッチ（C4）への給油圧Ｐ
が作用し、ＰがF1に対応する所定の下限圧P1（＝F1/S1)
に上昇したところでアキュムレータピストン（15）が退
動し始め、この退動により給油圧Ｐの昇圧が緩衝され、
該ピストン（15）がストッパ（20）に当接したところで
給油圧Ｐは油圧源（８）から供給されるライン圧PLに昇
圧する。かくて、４速への変速時の昇圧緩衝特性は第４
図にａ線で示す通りになり、アキュムレータピストン
（15）がストロークｌだけ退動する間の緩衝領域におい
て４速油圧クラッチ（C4）はスムーズに係合する。とこ
ろで、クラッチの係合を生ずる油圧はエンジン負荷即ち
スロットル開度に応じて変化するが、上記の如く背圧室
（19）にスロットル圧Ｐθを入力すれば、昇圧を緩衝さ
れる油圧の範囲がスロットル圧Ｐθに応じて変化し、ス
ロットル開度の変化に係らず４速油圧クラッチ（C4）は
緩衝領域において係合し、変速ショックが緩和される。The accumulator piston (15) can be retracted to a position where the large-diameter piston portion (15a) comes into contact with the stopper (20) composed of the tip of the end cap (14b). The pressure receiving area of the small diameter piston portion (15a) facing the first accumulator chamber (17) is S 1 , the pressure receiving area of the small diameter piston portion (15b) facing the second accumulator chamber (18) is S 2 , and the coil spring (16 ) Initial spring force
If F 1 is set, when the manual valve (9) is shifted to the 4th speed in the “D” and “S” ranges, oil is not supplied to the eighth oil passage (L8), and therefore the sixth oil passage (L6) is connected. Hydraulic pressure P to the 4th speed hydraulic clutch (C4) only in the first accumulator chamber (17)
There acts, a predetermined lower limit pressure P 1 to P corresponding to F 1 (= F 1 / S 1)
The accumulator piston (15) begins to retreat when it rises to, and this retreat damps the pressure increase of the supply oil pressure P.
When the piston (15) comes into contact with the stopper (20), the hydraulic pressure P is increased to the line pressure P L supplied from the hydraulic pressure source (8). Thus, the boosting damping characteristic when shifting to the 4th speed is 4th.
As shown by the line a in the figure, the fourth speed hydraulic clutch (C4) smoothly engages in the buffer region while the accumulator piston (15) retracts by the stroke 1. By the way, the hydraulic pressure that causes the engagement of the clutch changes according to the engine load, that is, the throttle opening. However, if the throttle pressure Pθ is input to the back pressure chamber (19) as described above, the range of the hydraulic pressure for which the pressure increase is buffered is increased. It changes according to the throttle pressure Pθ, and the fourth speed hydraulic clutch (C4) is engaged in the buffer region regardless of the change in the throttle opening, and the shift shock is alleviated.

マニアル弁（９）を「Ｒ」レンジに切換えて後進伝動系
（GR）を確立するときは、サーボ弁（11）から第８油路
（L8）と第６油路（L6）とを介して４速油圧クラッチに
給油され、第２アキュムレータ室（18）にも４速油圧ク
ラッチ（C4）への給油圧Ｐが作用するようになり、Ｐが
上記下限圧P1より低い所定圧P2（＝F1/(S1+S2))に上昇
したところでアキュムレータピストン（15）が退動し始
めてストロークｌだけ退動する間給油圧Ｐの上昇が緩衝
される。この場合、アキュムレータピストン（15）のス
トロークは同じであっても、第１と第２のアキュムレー
タ室（17）（18）に油が流入するため、容量は第１アキ
ュムレータ室（17）にのみ油が流入する４速への変速時
に比し大きくなり、かくて昇圧緩衝特性は、第４図のｂ
線の通りになる。このように、後進伝動系（GR）の確立
時は緩衝作用を生ずる下限圧P2が低くなると共に、容量
が増加するため、４速油圧クラッチ（C4）が緩衝領域で
徐々に係合し、後進伝動系（GR）の確立ショックが緩和
される。When switching the manual valve (9) to the “R” range and establishing the reverse transmission system (GR), the servo valve (11) is used to connect via the eighth oil passage (L8) and the sixth oil passage (L6). 4-speed oil is supplied to the hydraulic clutch, oil supply pressure P to the second 4-speed hydraulic clutch to the accumulator chamber (18) (C4) is to act, pressure P is at less than the lower limit pressure P 1 P 2 ( = F 1 / (S 1 + S 2 )), the accumulator piston (15) begins to retreat and the rise of the supply hydraulic pressure P is buffered while retreating by the stroke 1. In this case, even if the stroke of the accumulator piston (15) is the same, the oil flows into the first and second accumulator chambers (17) and (18), so the capacity is only in the first accumulator chamber (17). Is larger than that at the time of shifting to the 4th speed, in which the inflow is generated.
Follow the line. As described above, when the reverse transmission system (GR) is established, the lower limit pressure P 2 that causes a cushioning action becomes low and the capacity increases, so that the fourth speed hydraulic clutch (C4) gradually engages in the cushioning region, The shock of establishing the reverse transmission system (GR) is alleviated.

又、後進レンジへの切換えと同時にアクセルペダルを踏
込んだ場合には、スロットル圧Ｐθにより緩衝作用を生
ずる油圧域が上昇し、４速油圧クラッチ（C4）はこの場
合にも緩衝領域でスムーズに係合する。Further, when the accelerator pedal is depressed at the same time as switching to the reverse range, the hydraulic pressure range in which the cushioning action is generated by the throttle pressure Pθ rises, and the fourth speed hydraulic clutch (C4) also smoothly operates in the cushioning range in this case. Engage.

ところで、第８油路（L8）と第２アキュムレータ室（1
8）とを接続する第９油路（L9）には、該油路（L9）の
上流部と下流部とを連通する開位置と、この連通を断っ
て下流部を大気開放する閉位置とに切換自在な制御弁
（21）が介設されており、前記電子制御回路（12）によ
り特定運転状態即ち低油温時やファーストアイドル時や
非停車時には該制御弁（21）を閉弁位置に切換えるよう
にした。By the way, the eighth oil passage (L8) and the second accumulator chamber (1
8), the ninth oil passage (L9) has an open position for communicating the upstream portion and the downstream portion of the oil passage (L9), and a closed position for disconnecting the communication and opening the downstream portion to the atmosphere. A control valve (21) that can be switched between is installed in the valve, and the electronic control circuit (12) closes the control valve (21) in a specific operating state, that is, during low oil temperature, fast idle, or non-stop. I switched to.

これを詳述するに、電子制御回路（12）に、変速機油温
に関係したパラメータ信号としてエンジンの冷却水の温
度を検出する水温センサ(134)からの信号と、エンジン
の回転数を検出する回転数センサ(135)からの信号とを
入力し、第３図に示す如く、水温Ｔが所定値T1（例えが
−10℃）以下のときや、エンジン回転数Neが所定値Ne1
（ファーストアイドル時の回転数より若干低い値）以上
のときや、更に車速Ｖが所定値（停車中か否かを判別す
る極低速）V1以上のときは制御弁（21）を閉弁し、それ
以外のとき制御弁（21）を開弁して第２アキュムレータ
室（18）を上記の如く第８油路（L8）に連通させるよう
にした。To detail this, the electronic control circuit (12), the detection signal from the water temperature sensor (13 4) for detecting the temperature of coolant of the engine as a parameter signal related to the transmission oil temperature, the speed of the engine rpm inputs the signal from the sensor (13 5) to, as shown in FIG. 3, when the temperature T is a predetermined value T 1 (for example is -10 ° C.) below and the engine speed Ne is a predetermined value Ne 1
The control valve (21) is closed when the speed is a value slightly lower than the rotation speed at the time of first idle, or when the vehicle speed V is a predetermined value (extremely low speed for determining whether or not the vehicle is stopped) V 1 or higher. At other times, the control valve (21) is opened to connect the second accumulator chamber (18) to the eighth oil passage (L8) as described above.

制御弁（21）の閉弁によれば、４速油圧クラッチ（C4）
への給油圧は第１アキュムレータ室（17）にのみ入力さ
れるようになり、ファーストアイドル状態や非停車時で
の後進レンジへの切換時、アキュムレータ（A4）による
昇圧緩衝特性は４速への変速時と同様に第４図のａ線の
通りになり、又低油温時は油の粘性が高くなるため、第
２アキュムレータ室（18）に給油圧が入力されなくて
も、油圧は第４図にｃ線で示す如く比較的低圧から緩や
に昇圧する。尚、低油温時に第１と第２の両アキュムレ
ータ室（17）（18）に給油圧を入力すると、第４図にｄ
線で示す如く昇圧が緩やかになり過ぎて、後進伝動系
（GR）の確立に過度の遅れを生ずる。By closing the control valve (21), the 4-speed hydraulic clutch (C4)
The hydraulic pressure to be supplied to the first accumulator chamber (17) is only input, and when switching to the reverse range in the fast idle state or when the vehicle is not stopped, the boosting damping characteristic by the accumulator (A4) is changed to 4th speed. As in the case of gear shifting, it is as shown by line a in Fig. 4, and since the oil viscosity becomes high at low oil temperature, the oil pressure will be the first even if the oil pressure is not input to the second accumulator chamber (18). As shown by the line c in FIG. 4, the pressure is gradually raised from a relatively low pressure. When the oil pressure is input to both the first and second accumulator chambers (17) and (18) when the oil temperature is low, d in FIG.
As shown by the line, the pressure rises too slowly, causing an excessive delay in establishing the reverse transmission system (GR).

ところで、本願出願人は先に特願昭62-230999号によ
り、第２図示の如くサーボ弁（11）をセレクタギア
（６）を前進側とする前進位置とこれを後進側とする後
進位置とにクリックボール等の係止手段（11a）で係止
し得るようにし、マニアル弁（９）を「Ｒ」レンジから
「Ｎ」「Ｐ」レンジに切換えたときはサーボ弁（11）を
後進位置に保持し、マニアル弁（９）を「Ｄ」「Ｓ」
「２」の前進レンジに切換操作したとき、マニアル弁
（９）から第10油路（L10）を介して入力する油圧によ
りサーボ弁（11）を前進位置に切換えるようにしたもの
を提案した。更に、このものではマニアル弁（９）の
「Ｐ」レンジにおいて、サーボ弁（11）に第７油路（L
7）を介して油圧を入力し、サーボ弁（11）を後進位置
に切換保持するようにしている。尚、「Ｐ」レンジで
は、第６油路（L6）と第８油路（L8）との接続が断たれ
るため、４速油圧クラッチ（C4）には給油されない。By the way, the applicant of the present application has previously described, in Japanese Patent Application No. 62-230999, that a servo valve (11) has a forward drive position with the selector gear (6) as the forward drive side and a reverse drive position with this as the reverse drive side as shown in the second illustration. When the manual valve (9) is switched from the "R" range to the "N" or "P" range, the servo valve (11) is moved to the reverse position. Hold the manual valve (9) at "D""S"
It has been proposed that the servo valve (11) is switched to the forward position by the hydraulic pressure input from the manual valve (9) through the tenth oil passage (L10) when the switching operation is performed to the "2" forward range. Furthermore, in this type, in the "P" range of the manual valve (9), the 7th oil passage (L
The hydraulic pressure is input via 7) and the servo valve (11) is switched and held in the reverse position. In the "P" range, the sixth oil passage (L6) and the eighth oil passage (L8) are disconnected, so the fourth speed hydraulic clutch (C4) is not supplied with oil.

かかる構成を採用した場合、「Ｐ」レンジで制御弁（2
1）が開弁していると、第７油路（L7）からサーボ弁（1
1）を介して第８油路（L8）に給油される油が前記第２
アキュムレータ室（18）に流入し、アキュムレータピス
トン（15）がストロークエンドに退動してしまう。その
ため、マニアル弁（９）を「Ｐ」レンジから「Ｒ」レン
ジに切換えたときは、アキュムレータピストン（15）に
よる緩衝作用が得られなくなる。When such a configuration is adopted, the control valve (2
When 1) is open, the servo valve (1
The oil supplied to the eighth oil passage (L8) via 1) is the second oil
It flows into the accumulator chamber (18) and the accumulator piston (15) retracts to the stroke end. Therefore, when the manual valve (9) is switched from the "P" range to the "R" range, the cushioning action by the accumulator piston (15) cannot be obtained.

かかる不具合を解消すべく、本実施例では電子制御回路
（12）で「Ｒ」レンジか否かを判別し、「Ｒ」レンジ以
外のときは制御弁（21）を閉弁するようにした。In order to eliminate such a problem, in this embodiment, the electronic control circuit (12) determines whether or not it is in the "R" range, and when it is not in the "R" range, the control valve (21) is closed.

又、上記実施例では第２アキュムレータ室（18）と第８
油路（L8）とを連通及び遮断する専用の制御弁（21）を
設けたが、シフト弁ユニット（10）に備える何れかのシ
フト弁に第２アキュムレータ室（18）に連るポートと第
８油路（L8）に連るポートとを追加形成し、該シフト弁
の一方のシフト位置で該両ポートを連通し、他方のシフ
ト位置で該両ポートの連通を断って第２アキュムレータ
室（18）に連るポートを大気開放するようにし、「Ｒ」
レンジにおける上記特定運転状態では該シフト弁を他方
のシフト位置に切換えるようにして、該シフト弁を第２
アキュムレータ室（18）用の制御弁に兼用することも可
能である。In the above embodiment, the second accumulator chamber (18) and the eighth accumulator chamber (18)
Although a dedicated control valve (21) for connecting and disconnecting the oil passage (L8) is provided, one of the shift valves provided in the shift valve unit (10) has a port connected to the second accumulator chamber (18) and a second valve. The second accumulator chamber is formed by additionally forming a port connected to the eight oil passages (L8), connecting both ports at one shift position of the shift valve, and disconnecting both ports at the other shift position. Open the port connected to 18) to the atmosphere and press "R"
In the specific operation state in the range, the shift valve is switched to the other shift position, and the shift valve is set to the second shift position.
It can also be used as a control valve for the accumulator chamber (18).

更に、第５図に示す実施例の如く、第２アキュムレータ
室（18）に連る第９油路（L9）を第８油路（L8）に代え
て第６油路（L6）に接続し、第９油路（L9）に上記と同
様の制御弁（21）を介設しても良い。Further, as in the embodiment shown in FIG. 5, the ninth oil passage (L9) connected to the second accumulator chamber (18) is connected to the sixth oil passage (L6) instead of the eighth oil passage (L8). A control valve (21) similar to the above may be provided in the ninth oil passage (L9).

（考案の効果） 以上の説明から明らかなように、本考案によるときは、
共用油圧クラッチ用のアキュムレータの特性を前進レン
ジと後進レンジとで夫々所要の特性に切換えられると共
に、低油温時やファーストアイドル時や非停車時等の特
定運転状態での後進レンジへの切換時は後進レンジ用の
特性から前進レンジ用の特性に戻して、低油温時に生ず
る後進伝動系の確立遅れやファーストアイドル時や非停
車時に生ずるショックを防止できる効果を有する。(Effect of the Invention) As apparent from the above description, according to the present invention,
The characteristics of the accumulator for the shared hydraulic clutch can be switched to the required characteristics in the forward range and the reverse range, respectively, and at the time of switching to the reverse range in specific operating conditions such as low oil temperature, fast idle and non-stop. Has the effect of returning from the characteristics for the reverse range to the characteristics for the forward range, and preventing the establishment delay of the reverse transmission system which occurs when the oil temperature is low, and the shock which occurs during the first idle or when the vehicle is not stopped.

【図面の簡単な説明】[Brief description of drawings]

第１図は本考案を適用する変速機の１例の線図、第２図
はその変速制御用の油圧系統と電気系統のブロック回路
図、第３図は共用油圧クラッチ用アキュムレータの第２
アキュムレータ室への給油圧の入力を制御する制御弁の
制御プログラムを示すフローチャート、第４図はアキュ
ムレータの特性を示す線図、第５図は他の実施例のブロ
ック回路図である。 （１）……変速機 （G4）……４速伝動系（所定の伝動系） （GR）……後進伝動系 （C4）……４速油圧クラッチ（共用油圧クラッチ） （９）……マニアル弁 （L6）……第６油路（クラッチ油路） （A4）……共用油圧クラッチ用のアキュムレータ （17）……第１アキュムレータ室 （18）……第２アキュムレータ室 （21）……制御弁（制御手段） （12）……電子制御回路（制御手段）FIG. 1 is a diagram of an example of a transmission to which the present invention is applied, FIG. 2 is a block circuit diagram of a hydraulic system and an electric system for controlling the shift, and FIG. 3 is a second diagram of an accumulator for a shared hydraulic clutch.
FIG. 4 is a flow chart showing a control program of a control valve for controlling the input of the hydraulic pressure to the accumulator chamber, FIG. 4 is a diagram showing the characteristics of the accumulator, and FIG. 5 is a block circuit diagram of another embodiment. (1) …… Transmission (G4) …… 4-speed transmission system (predetermined transmission system) (GR) …… Reverse transmission system (C4) …… 4-speed hydraulic clutch (shared hydraulic clutch) (9) …… Manual Valve (L6) …… 6th oil passage (clutch oil passage) (A4) …… Accumulator for shared hydraulic clutch (17) …… First accumulator chamber (18) …… Second accumulator chamber (21) …… Control Valve (control means) (12) …… Electronic control circuit (control means)

Claims (1)

【実用新案登録請求の範囲】[Scope of utility model registration request] 【請求項１】各別の油圧クラッチにより確立される前進
用の複数の伝動系と、これら前進用伝動系のうちの所定
の伝動系と油圧クラッチを共用する後進伝動系とを備
え、これら油圧クラッチへの給排油を制御する油圧回路
に設けたマニアル弁の前進レンジへの切換えで該所定の
伝動系と該後進伝動系との共用油圧クラッチに給油した
とき該所定の伝動系が確立され、該マニアル弁の後進レ
ンジへの切換えで該共用油圧クラッチに給油したとき該
後進伝動系が確立されるようにすると共に、該共用油圧
クラッチに連るクラッチ油路に該共用油圧クラッチへの
給油圧の急激な立上りを緩衝するアキュムレータを接続
するものにおいて、該アキュムレータを第１と第２の１
対のアキュムレータ室を備えるものに構成し、第１アキ
ュムレータ室を前記クラッチ油路に常時連通すると共
に、前記マニアル弁の後進レンジへの切換時に第２アキ
ュムレータ室を該クラッチ油路に連通し且つ後進レンジ
への切換時であっても車両の特定運転状態ではこの連通
を断つ制御手段を設けたことを特徴とする車両用油圧作
動式変速機の制御装置。1. A plurality of transmission systems for forward movement established by separate hydraulic clutches, and a reverse transmission system that shares a hydraulic clutch with a predetermined transmission system of these forward transmission systems, and these hydraulic pressures are provided. The predetermined transmission system is established when refueling the hydraulic clutch shared by the predetermined transmission system and the reverse transmission system by switching to the forward range of the manual valve provided in the hydraulic circuit for controlling the oil supply and discharge to the clutch. , The reverse transmission system is established when the common hydraulic clutch is refueled by switching to the reverse range of the manual valve, and the common hydraulic clutch is supplied to the clutch oil passage connected to the common hydraulic clutch. In the case of connecting an accumulator that damps a rapid rise of hydraulic pressure, the accumulator is provided with a first and a second
A pair of accumulator chambers is provided, the first accumulator chamber is always in communication with the clutch oil passage, and the second accumulator chamber is in communication with the clutch oil passage when the manual valve is switched to the reverse travel range. A control device for a hydraulically actuated transmission for a vehicle, characterized in that a control means is provided for disconnecting the communication even when switching to a range in a specific operation state of the vehicle.
JP10612289U 1989-09-12 1989-09-12 Control device for hydraulically actuated transmission for vehicle Expired - Lifetime JPH0636357Y2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP10612289U JPH0636357Y2 (en) 1989-09-12 1989-09-12 Control device for hydraulically actuated transmission for vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP10612289U JPH0636357Y2 (en) 1989-09-12 1989-09-12 Control device for hydraulically actuated transmission for vehicle

Publications (2)

Publication Number Publication Date
JPH0346059U JPH0346059U (en) 1991-04-26
JPH0636357Y2 true JPH0636357Y2 (en) 1994-09-21

Family

ID=31654866

Family Applications (1)

Application Number Title Priority Date Filing Date
JP10612289U Expired - Lifetime JPH0636357Y2 (en) 1989-09-12 1989-09-12 Control device for hydraulically actuated transmission for vehicle

Country Status (1)

Country Link
JP (1) JPH0636357Y2 (en)

Also Published As

Publication number Publication date
JPH0346059U (en) 1991-04-26

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