JPS58225249A - Speed changing operation controlling apparatus for automatic transmission - Google Patents

Abstract

PURPOSE:To achieve optimal control on the speed changing operation of an automatic transmission which is designed to determine the speed changing point by the vehicle speed and the opening of a throttle valve, by employing such an arrangement that the speed changing point at the time when the opening increasing speed of the throttle valve is high and that at the time when the opening increasing speed of the throttle valve is low can be switched hydraulically. CONSTITUTION:In an automatic transmission in which a plurality of speed changing ranges are obtained by controlling shift valves through selective operation of a manual valve 2, a throttle modulator valve 81, a hold valve 82 and a throttle-speed responsive valve 83 are provided in addition to a conventional speed changing operation controlling circuit. The throttle modulator valve 81 is designed to produce a speed changing operation controlling pressure corresponding to the opening of a throttle valve and higher than the speed changing operation controlling pressure corresponding to the throttle opening to an oil passage 87 and to produce a low control pressure to an oil passage 86. Further, the hold valve 82 is designed to produce the control pressure selectively to a speed changing operation controlling circuit 25, while the responsive valve 83 is designed to select the control pressure according to the speed at which the throttle opening is increased.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a shift control device for an automatic transmission.

Automatic transmissions normally supply shift control pressure corresponding to throttle opening to a shift point determining element (shift valve) in opposition to governor pressure corresponding to vehicle speed, and the operation of this element determines the shift point between each shift. It is common to decide.

However, in such conventional shift control devices, the shift point is determined only by the throttle opening and vehicle speed, and it is not possible to control the shift point according to the speed at which the throttle opening increases. .

Incidentally, the faster the throttle opening increase rate, the higher the required torque, and in this case, it is necessary to move the change point to the high speed side to make the output torque a size that meets the request.

In this sense, it cannot be said that the above-mentioned speed change control device actually performs consistent speed change control, and under driving conditions that increase the speed of throttle opening increase, the gear shift control device will prematurely shift out of position, and the target output torque will be reduced. difficult to obtain.

On the other hand, there has been a shift control device that electrically detects the increasing speed of the throttle opening and changes the shift point according to the electrical signal, but this device is only applicable when the automatic transmission is electronically controlled. Due to its limited applications, it is difficult to use hydraulically controlled automatic transmissions, and the automatic transmission would have to be fundamentally changed in design to be adopted.

In view of the above, the present invention proposes a shift control device that can hydraulically change the shift point between slow and fast increases in throttle opening.

Since we have developed a shift control device that can be put to practical use by simply adding a valve to a hydraulically controlled automatic transmission, the shift control device of the present invention corresponds to the throttle opening, but it does not depend on the shift control pressure. A throttle modulator valve that creates another low shift control pressure, a hold valve that selectively directs these high or low shift control pressures to a shift point determining element, and a throttle modulator valve that controls the increase speed of the throttle opening. When is low, the low shift control pressure is directed toward the shift point determining element, and the throttle opening is increased at an increasing speed.

The present invention is characterized in that a throttle speed response valve is provided that changes the state of the high shift control pressure to a state where it moves toward the shift point determining element when the shift point determination element is fast.

Hereinafter, the present invention will be explained in detail with reference to illustrated embodiments.

FIG. 1 shows an example of the power transmission section of an automatic transmission to which the transmission control device of the present invention is applied. This power transmission section has eight forward speeds and one reverse speed, and is controlled by the engine. Driven crankshaft 100. Torque converter 101% infoot shaft 102,70
front clutch 104, rear clutch 105, second player □. 6. -, A7)” * I) %
-Yu, Puu, P1'107, One-way clutch 1
08, intermediate gear 7) 109, first planetary gear group 110, second planetary gear group 111. It is composed of an outknot shaft 112, a first governor valve 118, a second governor pulp 114°, and an oil bore 115. Torque converter 101 includes pump impeller P1 turbine runner T
, a stator S, a pump impeller P is driven by a crank shaft 100, and an engine shaft 102 rotates the torque converter hydraulic oil contained therein.
Torque is applied to the turbine runner T, which is fixed to the The torque is further transmitted to the transmission gear train by the input shaft 7) 102. Stator S is one-way clutch 10
8 on the sleeve 116. The one-way clutch 108 allows the stator S to rotate in the same direction as the crankshaft 100, that is, in the direction of the arrow (hereinafter referred to as normal rotation), but rotates in the opposite direction (hereinafter referred to as reverse rotation).
The structure does not allow this. The first planetary gear group 110 is an internal gear 11 fixed to the intermediate shaft 109.
7. Sun gear 1 fixed to hollow transmission shaft l18
19, internal gear 117 and sun gear 119
It can rotate and revolve simultaneously while meshing with each of the 2
Granet e-binion 120 fixed to the output footshaft 7) 112
an internal fist gear 122 fixed to the second planetary gear group 1llFi outfoot shaft 112;
Sun gear 128 fixed to hollow transmission shaft 118
, two or more one lanet pinions 124 that can rotate and revolve simultaneously while meshing with each of the internal gear 122 and the sun gear L2B, and a rear grannet carrier 1 that supports the one lanet pinion 124.
It consists of 25 pieces. The front clutch 104 is an engine shaft 1 driven by a turbine e-runner T.
02 and a hollow transmission shaft 118 that rotates integrally with both gears 119 and 128 are coupled via a drum 126, and the rear clutch 105 is connected to an intermediate shaft 109i.
Ingt shaft 102 and first planetary gear group 11
0 internal gear 117. The second brake 106 is a hollow conductive shirt) 118
By winding and tightening the drum 126 fixed to do the work. One-way clutch 108 is rear granite
The carrier 125 is structured to allow forward rotation but not reverse rotation. The first governor pulp 118 and the second governor pulp 114 are fixed to the output shaft 112 and generate governor pressure depending on the vehicle speed. Next, select
The power transmission train when the lever is set to the D (forward automatic transmission) position will be explained.

In this case, only the rear clutch 105, which is the forward input clutch, is initially engaged. Torque from the engine
The power that passes through the converter and 01 is from the 10g shaft to the rear clutch 105
through the internal gear 1 of the first planetary gear group 110
17. The internal spear gear 117 rotates the fuller net gear 12G in the normal direction. Therefore sun gear 1
19 is a gear 124 of the second planetary gear group 111 in order to reverse the sun gear 128 of the second planetary gear group ill, which rotates in unison with the sun gear 119.
rotates forward. One-way clutch 108 prevents sun gear 128 from reversing rear planet carrier 125 and acts as a forward reaction brake. Therefore, the internal gear 122 of the second planetary gear group ill rotates normally. Therefore, the out gear 11g, which rotates integrally with the internal 9 gear 122, also rotates in the normal direction, and the reduction ratio of the first forward speed is obtained. In this state, when the vehicle speed increases and the second brake 106 is engaged, the input shaft 102 is moved to the rear clara f-1 as in the first gear.
The power passing through 05 is transmitted to internal gear 117. The second brake 106 U)'' 71 fixes the second brake 12 (5), prevents the rotation of the sun ψ gear 119, and functions as a forward reaction brake.
The fullernet pinion 120 revolves around the gear 119 while rotating, and therefore the front planet carrier 121 and the output shaft 112 integrated therewith are decelerated, but less than in the first gear. It rotates forward at a fast speed, and the reduction ratio of the second forward speed is obtained. When the vehicle speed increases further and the second brake 106 is released and the front clutch 104 is engaged, the power transmitted to the input shaft 102 is transmitted to the internal gear 117 via the rear clutch 105 on one side, and It is transmitted to sun gear 119 via front clutch 104.

Therefore, the internal conflict gear 117 and the sun gear 119 are interlocked, and together with the front planet carrier 121 and the output shaft l12, they all rotate normally at the same rotational speed to obtain the eighth forward speed. In this case, the input clutches are the front clutch 104 and the rear clutch 105, and since torque is not increased by the planetary gear, there is no reaction brake.

Next, the power transmission train when the select lever is set to the R (reverse travel) position will be explained.

In this case, the front clutch 104 and the low and
Reverse brake 107 is engaged.

Connect the torque converter 101 from the engine to the input shaft l (+2 to the front clutch 1).
04, sun φ gears 119, 128 through the drum 126
At this time, the rear fuller net carrier 125 is fixed by the low and eIJ hearth flake 107, so when the sun gears 119 and 128 rotate forward, the internal gear 122 is decelerated and rotates reversely. However, the output shirt 112, which rotates integrally with the internal gear 122, also rotates in the reverse direction, providing a reverse reduction ratio.

FIG. 2 shows a hydraulic system in which a speed change control device according to the present invention is installed in the speed change control circuit of the automatic transmission, and this circuit includes a manual pulp 2, a regulator pulp 1, 1-2.
Shift valve 8.2-3 shift) Ha/L'7'4.8
-2 Downshift Pal yi, -Fin Pressure Booster Pulp 6, Pressure Modi 7 Air Valve 7, Throttle No. (Lug 8, Throttle.

Fail-safe valve 9, xth throttle modulator valve 1o, l speed fixed iRIE)' loop 11
, accumulator 12.2-8 timing no.
, 8-2 timing valve 14, a front clutch pressure reducing valve 15, a second throttle modulator valve 81, a hold valve 82, and a throttle speed response valve 88, which are connected to a torque converter 101.
Clutch 104, rear O clutch 106, and second brake 106 (see Figure 1) are activated and deactivated.
The transmission control device of the present invention is generally configured by connecting the sprayer 107, governor valves 118, 114, and oil pump 115 through the circuit network shown in the figure, and the main components of the speed change control device are a throttle modulator valve 81, a hold valve 82, and a U-throttle speed response valve 88. As an element.

The oil pump 115 is connected to the crankshaft 100 by the engine as shown in FIG. ) The oil is driven through the pump impeller PP of the engine, and is constantly pumped through an oil strainer (not shown) during engine operation to remove harmful debris from the oil. This oil is sucked up and sent to the line rice field M16 at a specified pressure fA.
The regulator valve l is energized by a spring 1a to move the spool lb to the raised position shown in the left half of the figure.
It is slidably fitted into the housing lO and has four chambers l.
Oil and pressure in the line pressure circuit 16 are supplied to the 0 chambers xd and lf having d, le, if, and Ig via oil passages 17 and 18. In addition, in the room 1e, there is a 7D range, I
I range, ■ Line pressure is supplied from the boat 2b of the manual valve 2 of the range through the oil line 22,
li has one lug, and the chamber lj above it and the chamber tg below the spool lb are connected to the oil passage 54. The land lb' of the spool lb has a slightly smaller diameter than the corresponding protrusion 1C' of the /S Uging IC, □□. , □O IJ 7 (2 & L-□A,
4, set 611. Through this gap, oil in the chamber xf is constantly transferred from the drain boat lh to the land 1b' and the protrusion
It is withdrawn at a rate determined by the overlap with O, allowing a higher line pressure to be developed within the line mouth 1616 in proportion to this overlap. In addition, the land lb of the spool lb is also made slightly smaller than the hole 1C of the housing IC, and a minute gap is set between the two, and through this gap, the oil in the chamber lf is routed from the oil passage 19 to the torque converter 01° oil cooler 20. And it is supplied to various lubricating parts 21 in the transmission.

The line pressure of the line rice field 116 is sent to the manual valve 2, which is operated by the driver to selectively operate the input port 2g connected to the line rice field 1i16 by selectively operating a select lever (not shown). Outlet ports 2a, zb.

2c, zd, and 2e, and is constructed by slidably fitting the two lands 2f' and 2f of the spool 2f into the housing gLx.

The spool 2f has a neutral (N) range, a forward automatic shift running (D) range, a 2nd speed fixed (n) range, and a 1st speed range.
Six positions are set: fixed speed (I) range, reverse travel (R) range, and parking (P) range, and when the spool 2f is moved according to each range by the above selection operation, the line pressure circuit 16 is connected. Inlet port 2g leads to the outlet boat marked with ○ in the table below. In addition, line pressure circuit 1
All outlet ports that do not communicate with 6 are drain openings f! on both sides of nousing 2h! It connects to A2h', 2h'' and becomes a drain boat.

First governor valve 118 and second governor valve 11
4 generates a pressure corresponding to the vehicle speed during forward running.As is clear from the table above, when the manual valve 2 is in the forward running ranges II and I, the line pressure circuit 1
Line pressure is first sent to the second governor valve 114 from the boat 2b connected to the boat 2b via the circuit 22, and when the car is running, the line pressure is regulated by the second governor valve 114 and the governor is adjusted according to the vehicle speed. pressure is generated and this governor pressure is the first
Governor valve 118 is reached. When the vehicle speed reaches a predetermined speed or higher, the first governor valve 11δ is guided by the first governor valve 11δ and starts outputting the above-mentioned governor pressure to the governor pressure circuit 28. This governor pressure is 8% from circuit 28 for 1-2 shift valve.
It is supplied to the 2-8 shift valve 4 and the 8-2 downshift valve 5, respectively, and controls the operation of these valves as described below.

The 1-2 shift valve 8 is constructed by fitting two spools 3b and 8a coaxially and slidably butt into a housing 8a.A spring 8d is attached to the end face of the spool 8b far from the spool 8C. 5 I used it, I used it, I used it, I used it, I used it, I used it, I used it, I used it, I used it, I used it, I used it. . The end face faces the chamber 8e. A land af whose diameter is gradually increased on the spool 8b,
8g, +3hi are provided, and 3 protrusions, sj, and ak for these lands are formed in the groove 8a. Sphere
A land 81.3m and lands 8n and 8o having a larger diameter than these lands are provided on the housing 8C, and two protrusions ap and sq for the land 81 and a protrusion 8r for the land 8m are formed on the housing 8a. The 01-2 shift valve 8 is connected to a governor pressure circuit 28 and a kickdown pressure circuit 2 as shown in the figure.
4. The governor pressure circuit 28, which connects the speed change control pressure circuit 25 and also connects the oil w126 or oil 827 communicated with the drain port 8S depending on the position of the land 81, is connected to the chamber 8e, and the kickdown Kawaguchi @ 24 is connected to the sufu - When land 8b is in the right half of the figure, it connects between lands 8g and 8h, snow) V8
When b is in the left half of the figure, it should communicate between lands 8g and ah and between lands 8f and 8g. The speed change control pressure circuit 25 is connected between lands am and 8n when the spool δC is in the right half of the figure, and is shut off at land 8n when the spool 18C is in the left half of the figure. do. The oil line 26 is connected to the output boat of the shuttle valve 28, and the oil line 27 is connected to the low and reverse brake 1.
Connect to 07. l-277 to valve 3, and then from manual valve 2, l-'-to 2b to governor valve 1.
18, 114, it branches off from the middle of the oil path 22 and connects to the rear.
An oil passage 80 extending from an oil passage 29 leading to the clutch 105 is connected, and an oil passage 81 that is communicated with or shut off from the oil passage 80 depending on the position of the land 8n is extended to a line pressure booster valve 6, which will be described later. . In addition, the oil path δl is drain bow when the sphere 8C is in the position shown in the right half of the figure.
Leads to 8t. In addition, there is an orifice 74 in the middle of the oil passage 29.
and check valve 77 are inserted in parallel.

The 2-8 shift valve 4 is constructed by fitting two spools 4b and 4o coaxially and slidably abutting each other by 1 degree in a housing 8a. A spring 4d is applied to the end face of the spool 4b far from the spool 40, so that the end face of the spool 40 far from the spool 4b faces the chamber 4e. Land 4g with sequentially larger diameter on spool 4b
, 4h, 4 soil is provided, and protrusions 4j are provided for these lands.
, 4, 41 is formed in the housing 4a. Spool 4
Two lands 4m and 4n are formed on C, and land 4m
The oil 1fj882, which communicates with or is shut off from the oil passage 85 having an orifice 88 and check valve 84 in the middle depending on the position of □, is connected to the 2-8 shift valve 4, and the oil #! I85 to manual pulp port 2e
Connect to. When the spool 4C is located in the right half of the figure, the oil passage 82 leads to the drain port) 4r, and the oil passage 85 is blocked by the land 4m, and both spools 4b,
The chamber 40 formed between 4C and 4C is connected to the oil #fI36 from the 8-2 downshift valve 5, which will be described later. Connects to Down River Mouth 124. The kickdown pressure circuit 24 is connected to the upper pressure receiving surface of the land 4g when the spool 4b is in the right half of the figure, and to both the upper and lower pressure receiving surfaces of the land 4g and the land 4h when the spool 4b is in the left half of the figure. The 02-8 shift valve 4 that applies kickdown pressure to the upper pressure receiving surface further includes a spool 4.
b is located in the right half of the figure.

When the spool 4b is located in the left half of the figure, the speed change control pressure circuit 25 is connected through the oil passage 88 so that the speed change control pressure can be applied between the land 4h and the land 4h. The 08-2 downshift valve 5 is provided with a drain boat 4q that communicates between the land 4 and the earth, and a spring 5C is attached to one end surface of the 08-2 downshift valve 5, which is constructed by slidably fitting a spool 6b into a nozzle 5a. The other end face faces the chamber 5d. The oil passage 86 is connected to the downshift pulp 5 so as to communicate with the oil passage δ9 extending from the shift control pressure circuit 25 or the drain boat 5f depending on the position of the land 5e of the spool 5b. is connected to the governor field 28.

The line pressure booster valve 6 includes a spool 6b slidably fitted in a nozzle 6a, and the spool 6b
is biased to the left in the figure by a spring 60.

j The spool 6b has grooves 6d and as, and this groove 6
It has an oil passage 6g that communicates the oil passage e with the chamber 6f. This line pressure booster pulp 6 is connected to an oil passage 40 that communicates with the groove 6e when the spool 6b moves leftward, and an oil passage 81 that communicates with the groove 6e when the spool 6b moves right. Oil 1lI840 is oil II! ! 82
The oil passage 81 is connected to the servo engine chamber 106'a of the band servo 106' by the oil passage 42.

The line pressure booster valve 6 is further connected with an oil passage 48 which is always in communication with the groove 6d, and an oil passage which is selectively communicated with the oil passage 48 via the groove 6d depending on the position of the 5-spool 6b. The oil passage 48 connecting the passages 44 and 45 is connected to one inlet boat of the shuttle valve 46, the oil M44 is connected to the throttle fail-safe valve 9 via the jd 147 from the chamber 6h containing the splash 60, and the oil passage 45 is connected to the throttle fail-safe valve 9. Connect to the boat 20 of the manual valve 2, respectively.

The throttle valve 8) is inserted into the throttle valve 8a.

- this snowy spring, which is slidably fitted with the rubber ring 8b; A, 7 gear, d, coaxial, pair (1 set. 1 run gear 8d is linked to the accelerator pedal via a linkage 85 that engages with the notch 81, etc., and when the accelerator pedal is depressed. This allows the spring 8C to be pushed in from the idle position shown in the upper half of the figure to the right in the figure, thereby increasing the spring force of the spring 8C.

The spool 8b has a groove 8e, and the throttle pressure circuit 48 and oil passage 49 are connected to the throttle valve 8 so as to be in continuous communication with this groove. The throttle valve 8 is further provided with a drain port 8f communicating with the throttle pressure circuit 48 via a groove 8e and an oil passage 50 from the line pongee 16 in accordance with the position of the spool 8b. 49 to chamber 8g 1. .

let When the accelerator pedal is depressed and the first plunger 8d is moved to the right via the accelerator linkage 85 to increase the spring force of the spring 80, the oil pressure in the chamber Bq is increased from oil %50 to balance the spring force. The throttle pressure created by draining the line pressure to the drain boat 8f is output to the throttle pressure circuit 48. Thus, the throttle valve 8 corresponds to the spring force of the spring 80 (accelerator pedal depression amount).
Throttle pressure, which is proportional to throttle opening, is output by regulating line pressure. Note that when the accelerator pedal is depressed to the kick-down position, the first lunge 8d completely deflects the spring 80 and comes into contact with the spool 8b.
By pushing the drain boat 8f to the limit, the drain boat 8f is shut off and the throttle pressure circuit 48 is communicated with the oil passage 50. Therefore, at this time, the throttle pressure becomes the same value as the line pressure.

The throttle pressure circuit 48 is connected to the other input port of the shuttle valve 46 and leads an oil line 51 to the throttle fuel safety valve 9.

The throttle fail-safe valve 9 includes a sleeve 9a slidably fitted into the housing 8a of the throttle valve 8 so as to guide the first plunger 8d, and the leftward movement of the sleeve is elastically restrained by a spring 9b. do.

The line pressure booster pulp 6 and the throttle fail-safe valve 0 are connected to a drain port 90 of the throttle fail-safe valve 9 through an oil passage +7aa. Oil%51
t; is connected on the one hand to a chamber 9d containing the spring 9b, and on the other hand to a chamber 9f facing the enlarged part 8j of the two-lunger 8d via the boat 9ell, and furthermore, the kickdown pressure circuit 24 is connected to the boat 9g. In addition, oil wJ52 branched from the line rice field 16 is introduced to the throttle 7 ale safe valve 9, and this oil passage is normally blocked, but as will be explained later, the sleeve 9a is located in the lower half of the figure. In the event of an abnormality in the position of
During the pushing in of step d, the throttle pressure in the throttle pressure circuit 48 is equal to or lower than the oil l#151. It extends to the chamber 9f via the boat 9e and acts on the enlarged portion 8j of the 1-lunger 8d, and the 1-lunger 8d
By applying force in the pushing direction to counter the spring 80, the pressure on the accelerator pedal can be prevented from becoming heavier due to the spring 80.Also, when the 1-lunger 8d is pushed into the kick-down position, The kickdown pressure circuit 24, which had been connected to the drain boat 8h via the boat 9g, is cut off from the drain boat 8h and connected to the boat 9e1 room 9f.
.

Boat 9g is connected to oil road b1. At this time, the previous
, 7" C, O 7.-28b Force 8, right side in figure, push.

Since the line pressure of the oil@50 is directly supplied to the throttle pressure circuit 48 without being drained, a kickdown pressure equal to the line pressure is output to the circuit 24. This kickdown pressure is also supplied to the first throttle module lO via the oil line 58. By the way, an abnormality occurred in the accelerator linkage that links the accelerator pedal and the plunger 8d, and the connection between the plunger 8d and the plunger 8d became disconnected, and the plunger 8d was moved beyond the idle position shown in the upper half of the figure by a return spring (not shown). When the sleeve Oa is returned, the sleeve Oa is held by the granger 8d and moved to the left as shown in the lower half of the figure.
Since the spring 8C does not act on the spring 8C, the suture 8b opens the drain 8f only slightly, and the oil passage 50 is almost closed. The oil 851 passes through the boat 9e and the chamber 9f to the drain port 90 to reduce the throttle pressure to zero, while the oil passage 47 is made to communicate with the oil passage 52, leading to the oil pressure 7 in the oil passage 47. [47 (7) 7 (/pressure n'47 pressure 7
' East 1-Star valve 6. I'1t148. Pressure modifier valve 7 via shuttle valve 46
When the spool 7b is in the left half of the figure, the pressure is supplied to the chambers 1g and ti of the lubricant l at the maximum value, raising the line 1 pressure to the maximum value. As a result, by tightening the friction elements with the highest line pressure, the vehicle can be driven to a repair shop by itself without causing seizure due to slippage of the friction elements.

The pressure modifier valve 7 is constructed by slidably fitting a spool 7b into a housing 7a, with a spring 70 acting on one end surface thereof and the other end facing the chamber 7d. A groove 7e is formed on the stool 7b, and an output port door (f) (Drenbo) 7g that always faces the groove 7e.
, an input port h are formed in the housing 7a, respectively. The boats 7g and 17h are arranged in such a position that when one boat starts to open while the spool 7b is moving, the other boat finishes closing, and the boat 7f is connected to the chamber 7d on one side and the chamber 1g of the regulator valve l on the other side by the oil passage 54. spool l
Plugs ti provided opposite b are connected to the facing chambers tj, respectively, and the boat 7h is connected to the output boat of the shuttle valve Φ6.

Thus, the pressure modifier valve 7 is
When the hydraulic pressure input to 7h is smaller than the setting force of the spring 70 (the Q springing force of the spring 70 when the spool 7b is in the left half position in the figure), the Sugelua b is moved by the spring 70 as shown in the figure. Place the drain boat 7g below the left half position.
t-m is disconnected and baud) 7f is connected to baud) 7h, and baud)? The hydraulic pressure input to h is as it is.)
It is supplied to the regulator valve 1 via the oil passage 7f and the oil passage 54. During this time, this oil pressure is also guided to the chamber 7d, and as the oil pressure increases, the spool 7b is pushed from the position shown in the right half of the figure to the position shown in the left half against the spring force of the spring 70. let However, when the oil pressure output from the boat 7f attempts to rise beyond that point, the spool 7b rises further from the position shown in the left half of the figure, and by connecting the boat 7f to the drain boat 7g, the oil passage 64 When the spool 7b is in the position shown in the left half of the figure, the hydraulic pressure output to the circuit 48 can exceed the magnitude determined by the spring force of the spring 7C. ...When pressure is supplied via the shuttle valve 46, the oil pressure output from the Brellasha modifier valve 7 to the oil t654 is, for example, 4
The pressure modifier pressure changes so that it does not increase after the throttle opening.

First throttle modulator valve l OH, in housing 11a, 8 lands tob.

A spool 10e having 100.10 dE is slidably fitted, and a spring log whose spring force can be adjusted is applied to one end surface of the spool 10e by an adjuster 1Of, and the other end surface is attached to a chamber xOh.
Let's face it. Connect the @path 84 to the housing loa so that it is always in communication with the groove between lands tob and ioa of the spool 108, and use 1M oil! 5i9 and manual valve 2
The oil passage 56 extending from the boat 2b of the spool 1. ．． O
During the movement of e, when one oil passage 1 starts to open, the other oil passage finishes closing;
7) An oil passage 57 is further connected to the y/f 10a at a location corresponding to the connection part of the circuit 84, and the oil passage 57 is made to communicate with the chamber lOj in which the splash log is stored. Also, the chamber 10h is the oil passage 4.
9 to connect to the throttle valve number.

Such throttle modulator valve l OH1 oil passage 4
When the throttle pressure led from 9 to the chamber lOh is zero, the suhoor 108 is brought into the position shown in the lower half of the figure by the spring tog. At this time, the oil 't6s6 from the manual valve 2 is cut off from the circuit 84 and the oil passage 57 at the spool lQb, and the circuit 84 and the oil passage 57 pass through the oil passage 68 and the boat 9g of the throttle fail-safe valve 9 to drain. 8h, leading to circuit 84 and oil I#
No oil pressure is generated in I57. As the throttle pressure increases,
Shoor lOe resists the splash 10g and moves beyond the position shown in the upper half of the figure, and the boat 2b of manual valve 2
When line pressure is introduced into the oil passage 56, this line pressure is introduced into the chamber 10 through the oil passage 67, and works with the spring log to push the spool lOe back to the upper half position in the figure. Balance in this position. First throttle modulator valve IO
For example, while controlling the line pressure from oil N56 by the throttle pressure led into the chamber 10h,
The pressure rises from the throttle opening as shown by -o, and thereafter the throttle modulator pressure, which is proportional to the throttle opening, can be outputted to the circuit 84 as a high IJ control pressure. In addition, in the kickdown state when the plunger 8d of the throttle valve 8 is pushed in, the boat weighs 9g as described above.
is shut off from the drain boat 8h, and throttle pressure equivalent to line pressure is supplied from the boat 9g to the first throttle modulator valve 10 via the oil passage 5δ.
4 and the oil passage 57, and this pressure reaches the chamber 101 and pushes the spool toeB to the left in the figure to the limit position, so in the kickdown state, the circuit 84, a pressure equivalent to the line pressure is always outputted.

The first speed fixed range pressure reducing valve 11 includes a spool llb slidably fitted in a housing 11a, and has a spring 110 acting on one end surface thereof and a chamber lid on the other end surface.
Let's face it. A groove is formed on the spool llb, and the oil passage 5sp is connected to the housing lia so as to constantly communicate with this groove, and the oil m58 is communicated to one input port of the shuttle valve 28 and the chamber 11d. housing l
Further, a drain boat llf is provided to la, and an oil passage 69 of the manual valve 2 (bow) 2d is connected to the drain boat llf.
These drain boats llf and oil passages 59 are connected to the spool 11.
During the movement of b, the two are arranged so that when one starts to open, the other finishes closing.

Therefore, when the I range is selected, the first speed fixed range pressure reducing valve 11 drains a part of the line pressure output from the manual valve 2 to the oil passage 59 to drain bow) 11f to reduce the pressure, and the V line 110 is shown in the figure. By outputting a certain amount of depressurizing oil to the oil passage 58 determined by the springing force when the brake is in the left half position, the capacity of the low and low reverse brake 107, which is also used when reversing, becomes excessive in the I range. prevent.

The boat 2a of the manual valve 2 is connected to the other input port of the shuttle valve 28 by oil%60, and
It is connected to one input port of a shuttle valve 61, and the output port of this shuttle valve is communicated with the front clutch 104 through an oil passage 62. front clutch 1
An orifice 78 and a check valve 79 are inserted in parallel in the middle of the oil passage 60 toward 04, and the downstream thereof is branched to communicate with the chamber 1ga of the accumulator 12. ′・
This accumulator is composed of a stepped piston 12b and a working cylinder 120 fitted with the stepped piston 12b, so that it has two chambers 12d in addition to the chamber 12a.

12el and the piston 12 with a spring 12f.
energize b upward in the figure. The chamber t2d communicates with the oil passage 29 through the oil passage 63, and the pattern 128 communicates with the oil passage 42 through the oil passage 64, respectively. On the upstream side of the oil passage 42 from the accumulator 12, there is an 02-8 timing valve 18 in which an orifice 75, a check 1, and a check valve 76 are inserted in parallel.
The spool tab is slidably fitted into the housing 18a, and a spring 180 is applied to one end face of the spool tab, and the other end faces the chamber 18 (1), and the chamber lad is connected to the oil passage 4
Let me understand ゜. The spool 18b moves the oil passage 65 to the drain boat 11 in the lowered position shown in the right half of the figure by the spring 180.
38, and at the raised position shown in the left half of the figure, add oil [65 to chamber 1].
8d to communicate with the oil passage 40.

8-2 timing valve 14F! 'i)\Using 14
A spool 14b is slidably fitted in the inside of the spool 14b, and a spring 140 is applied to one end surface of the spool 14b, and the other end surface is connected to the chamber 1.
Let's face 4d. The spool 14b responds to the governor pressure guided from the governor pressure circuit 28 to the chamber 14d via the oil wI66, and when the spool 14b is in the lowered position shown in the right half of the figure, the oil 165 is applied to the servo of the band servo 106'. It is assumed that the oil passage 65 communicates with the oil passage 67 leading to the release g108'b, and is cut off from the oil 167 when it is in the raised position shown in the left half of the figure. Also oil 1665, 67 between 8-2
The timing valve 14 is bypassed and a parallel circuit 80 of the check valve 68 and the orifice 69 is inserted.

Front clutch pressure reducing valve 15 is Woojin.
A spool 15b is slidably fitted into the spool 15a, and a spring 150 is applied to one end surface of the spool 15b, while the other end surface faces the chamber 15d. Groove 1 on Shool 15b
A land 58 is formed and lands are set on both sides thereof, and a land 15f having a diameter larger than that of the five lands is provided. An oil passage 70 is connected to the housing 15a so as to constantly communicate with the groove 15e, and this oil passage is connected to the other input boat of the shuttle valve 61. Furthermore, the housing 15a has a drenbo)
15g and connect the oil passages 40, and these are arranged so that when one starts to open during movement of the suhoor 15b, the other finishes closing. In addition, oil M71 is connected to the housing 15a at a location opposite to the oil passage 70, and this oil passage i is communicated with the chamber 15d, which is connected to the chamber 15hE in which the spring 150 is accommodated.
It is connected to the throttle pressure circuit 48 by a piston 72.

In the front clutch pressure reducing valve 15, the spool 15b is normally moved to the lowered position shown in the right half of the figure by the spring 150, and the oil M70 is cut off from the drain boat 15g and communicated with the oil passage 40.

Therefore, when line pressure is introduced into the oil passage 40 via the oil passage 85 under the action of the 2-8 shift valve 4, which will be described later, this line pressure passes through the oil passage 70 and the shuttle valve 61 to the front clutch 104. be guided by. However, since this line pressure is throttled by the orifice 88 in the oil passage 85, it is initially low and then gradually rises. This pressure is oil line 7
1 to the chamber 15d, and pushes the spool 15b upward in the figure. On the other hand, a throttle pressure proportional to the throttle opening is supplied from the throttle pressure circuit 48 to the chamber 1511 via the oil path 72, and this throttle pressure cooperates with the spring 150 to push the spool 15b downward in the figure. , the spool 15b remains at a position where this push-down force and the above-mentioned push-up force are balanced, and the front clutch 104
When the supply pressure reaches a certain value after rising, the spool 15b is raised to the left half position in the figure, the oil passage 70 is disconnected from the oil passage 40, and the drain boat 15g
You will be able to connect to this and balance at the position on the left half of the diagram. Therefore, the front clutch supply pressure cannot exceed the above-mentioned certain value. However, since the throttle pressure is introduced into the chamber x15h and takes part in controlling the front clutch supply pressure, the front-clutch supply pressure increases as the throttle opening increases. Note that in the kickdown state, the throttle pressure increases to the line pressure as described above, and the front clutch supply pressure changes accordingly.

The second throttle modulator valve 81 has a spool 81b slidably fitted into the housing 81a, and a spring 818 housed in a zero chamber Bld with both end surfaces facing the chambers sio and sia. The lever 81b is elastically supported at the limit position shown in the upper half of the figure. A groove 81f is formed in the spool 81b, and an oil passage 86 is connected to the housing 81a so as to constantly communicate with the groove, and this oil passage is communicated with the chamber 8td through the orifice 81g'itM. The housing 81a further includes an inner circumferential groove 81h and a drainage groove.
81i, and these are arranged so that when one starts to open while the sphere 81b is moving, the other finishes closing. The groove 81hk" is connected to the circuit 84 from the above-mentioned 7° 7)""""" Yurator valve IO. In addition to connecting the oil passage 87
The second throttle modulator valve 81 connects this oil passage 87 to the chamber sic.Thus, the second throttle modulator valve 81 connects the oil passage 87 from the first throttle modulator valve lO through the circuit 84 and the groove 81h to the above-mentioned high speed change control expansion pressure. (a-bo-o in Figure 8)
) B is output, while a low shift control pressure is output to the oil wI86 by the following action. That is, the high shift control pressure output to the oil passage 87 also reaches the chamber 81C, and moves the spool 81b from the upper half position in the figure to the lower half position in the figure against the spring 81e. When the spool 81b exceeds the lower half position in the figure, the oil M86 is cut off from the soil (Dorenborg) 81, and the groove 8
1h and the circuit 84, a high gear shift control pressure is once applied to the oil m1686. However, since this pressure is also supplied to the chamber 81d through the orifice 81g, the spool 8xb is pushed back to the lower half position in the figure by the cooperation of the spring 81e, and is balanced at this position. Thus, the second throttle modulator valve 81 has one circuit 84.
The high shift control pressure from the spring 8 at the above balance position
The low shift control pressure subtracted by the spring force of 1e is applied to the oil v486.
For example, this low shift control pressure rises from the % throttle opening as shown by a-e-f in Fig. 8, and then changes at the same ratio as the high shift control pressures a, -b-o. It can be set to be proportional to the throttle opening.

In the hold valve 82, a spool 82b is slidably fitted into a housing 82a, a spring 820 is applied to one end surface of the spool, and the other end surface is made to face the chamber s2d. Spool 82
grooves 82e and 82f are formed in the housing 82a, and the shift control pressure circuit 26 is connected to the housing 82a so as to be always in communication with the groove 82e.
At the same time, lands with different pressure receiving areas are set at both ends of the row $1l12f, and the row groove 82f leads to the drain boat 82g when the spool 82b is in the upper half position in the figure, and the spool 82b-/JX connects to the drain boat 82g in the lower half position in the figure. Housing EHa when in position
and define a chamber 82h. Also, spool sg
When b is in the upper half position in the figure, the circuit 2 passes through the groove 82el.
Connect the oil passage 86 to the housing 82a so as to communicate with the housing 82a,
When the spool 82b is in the lower half position in the figure, oil 1687 is supplied to the housing 82 so that it communicates with the circulation 25 through the groove 82e.
a, and the rice oil passage 87 is further communicated with the chamber 8211.

The throttle speed responsive valve 88 includes a plunger 88b slidably inserted into the housing 88a.
A chamber 880 is provided between the plunger 8a and the first plunger 88b, and the plunger 88 is
energize b in the pulling direction. By forming a notch 88e at the outer end of the first flange 88b and engaging the accelerator linkage 85 with the notch 88e, the lunge 88b can be moved to the right in the figure together with the plunger 8d of the throttle valve 8 when the accelerator pedal is depressed. shall be taken as a thing.

In addition, a communication hole 88f is formed inside the first langeer 88b, which communicates between the inside and outside of the chamber 880, and a valve seat 88g is formed in the middle of the communication hole 88f.
At the same time, a retainer 88i is provided to house the ball valve body 88h and prevent the ball valve body 8dh from falling off.

Thus, the throttle speed response valve 88 functions as follows depending on the rate of increase in throttle opening.

In other words, when the valve 88b is pushed to the right in the figure in conjunction with depression of the accelerator pedal (increase in throttle opening 1), if the speed (increase rate of throttle opening) is fast, the ball valve The plunger 88b is pushed in while the body 88h is seated on the valve seat 88g due to inertia, and pressure is generated in the chamber 880. However,
If the increasing speed of the throttle opening is slow, the ball valve body 88
h can be seated on the valve seat 88g, and the chamber 880 is the communication hole 88f.
Since the chamber 880 communicates with the outside through the chamber 880, no pressure is generated in the chamber 880 even when the first langeer 88b is pushed in as described above.

An oil passage 88 is provided to guide the pressure generated in the chamber 88C to the chamber s2d as described above, and the oil 188 is made to communicate with the drain boat 90 having an orifice 89 in the middle thereof. Thus, the pressure introduced into the chamber 82d exerts a force on the spool sgb opposing the spring 820, and the pressure reaches a value such that this force becomes greater than the spring force of the spring 820. When the pedal is suddenly depressed, this pressure pushes the spool 82b against the spring 820 from the upper half position to the lower half position in the figure. By the way, at this time, from the oil passage 87 to the chamber 82
If the high shift control pressure that reaches h is equal to or greater than the value ps corresponding to the point in Figure 8 (if the throttle opening is equal to or greater than the value indicated by TH in Figure 8), this shift control pressure is equal to or greater than the pressure receiving area at both ends of the groove 82f. Acting on the difference, the spool sgb is held in the lower half position in the figure against the spring 820. However, if the high shift control pressure reaching the chamber 82h is lower than that, the pressure in the chamber sga may be removed from the drain boat 90 via the oil passage 88 and the orifice 89 at the same time as the plunger 88b stops pushing. The spring 82b can also be maintained at the lower half position in the figure by a different shift control pressure in the chamber 82h.
0 returns it to the upper half position in the figure.

When the spool 82b whose position is determined in this way is in the upper half of the figure, the hold valve 82 connects the circuit 25 to the oil path 82b.
6 to output a low shift control pressure (d-e"-f in FIG. 8) from the oil passage 86 to the circuit 25.
When is in the lower half position in the figure, the first valve 82 connects the circuit 25 to the oil passage 87 and connects the circuit 25 to the oil passage 87.
5 outputs a high shift control pressure (a-b-c in FIG. 8). Incidentally, since the latter state of the hold valve 182 is maintained as described above only when the throttle opening is equal to or higher than TH in FIG. 8, the hold valve 82 is in the state b in FIG.
Only the high shift control pressure indicated by -o can be output.

The operation of the speed change control circuit including the speed change control device of the present invention constructed as described above will now be described.

First, the regulator valve l is set to the chamber le only when the pump pressure from the oil pump 115 is in the chamber ID, and the pressure modifier pressure from the Gretzsha modifier valve 7 is in the D range, ■ range, and L range in the pattern lj.
The line pressure from the boat 2b of the manual valve 2 is introduced to the spool lb, and a downward force is applied to the spool lb in the figure.
The pressure modifier pressure is guided to the pattern 1g, and the spool lb is pushed upward in the figure by the spring force of the spring la. Thus, the spool lb is maintained in a position where these forces are balanced, creating a line pressure in the circuit 16 determined by this spool position, and this line pressure is supplied to the manual valve 2 from the circuit 1116. It is constantly being grooved by the compatible boat 2g. In addition, in the P range, N range, and N range, the regulator valve l
As a result of draining the chamber le through the boat 2b of the manual valve 2, the regulator valve l does not generate a force to press the spool lb downward due to the line pressure of the chamber 1e, so the line pressure of the circuit 16 is in the D range, ■ When the operator changes the manual valve 2 from the N range to the D range shown in the figure, the line pressure circuit 16 becomes baud) 9b.
and leads to 2e. On the other hand, the line pressure is baud) 2b passes through the oil passage 56 to the first throttle modulator valve I.
O, and on the other hand, it passes through the oil passage 22.29 and connects the rear clutch 1.
05 as forward pressure. Also, the line pressure from BO ~) 28 reaches the 2-8 shift valve 4 as 8th speed pressure through the oil passage 85, but at this time, the spool 40 is in the downshift position in the right half of the figure, so the line pressure is here. It becomes a dead end. The line pressure supplied to the first throttle modulator valve lO via the oil line 56 is regulated to the throttle modulator pressure (high shift control pressure shown by a-b-c in FIG. 8) by this valve, and the circuit 84. The high shift control pressure from this circuit 84 is the groove 81h.
In addition to reaching the oil passage 87 through the
It is output to the oil passage 86 at a low shift control pressure shown by .

By the way, since the accelerator pedal is not depressed before starting, the hold valve 82 is in a steady state where its spool 82b maintains the upper position in the figure, and as explained above, at rotation w125, a low level of oil from the oil @86 is released. Outputs shift control pressure. In addition, the line pressure that passes through the oil passage 29 is increased by the clutch 10.
5, it is throttled by the orifice 74, and is supplied to the rear clutch 105, initially at a low level and then gradually rising. This rear clutch supply pressure reaches the accumulator chamber 12d via the oil passage 68 and pushes down the stepped piston 12d toward the larger diameter side against the spring 12f.

As a result, the rear Φ clutch supply pressure is slowly increased,
The rear clutch 105 is engaged slowly without causing a select shock when the manual valve 2 is shifted from the N range to the D range, and by engagement of this rear clutch, the automatic transmission is in a state where it can start in first gear. Note that the line pressure passing through the oil passage 29 reaches the l-2 shift valve 8 as 2nd speed pressure due to oil @SO, but at this time the spool 8
Since C is in the downshift position in the right half of the diagram, the line pressure has reached a dead end here.

Also, is boat 2b with manual valve 2 OK? 'El12
The line pressure coming out to the line pressure 2 is also led to the governor valves 118 and 114, and these governor valves output the governor pressure corresponding to the vehicle speed to the circuit 28 as described above. This governor pressure is applied to the forward travel range (D), (It) as described above by the manual valve 2 (Bau) 2b.

(I) (7) All 47 pressure circuits 16 and oil passages 22
Since the line pressure is led to (.), it is constantly output to the governor pressure circuit 28 while the manual valve 2 is in the forward travel range, that is, while the vehicle is traveling forward.

After the vehicle starts, the vehicle speed reaches a certain value, and the governor pressure that reaches the chamber 8e of the 1-2 shift valve 3 from the one-time string 28 corresponding to this vehicle speed is applied to the spool Bb located at the right half position in the figure.
When Ba overcomes the downward force caused by the spring 8d and the downward force generated by the low shift control pressure from the 1 circuit 25 acting on the pressure receiving area difference between the lands 3m and 3n, the spools 3b and 3a move to the right half in the figure. rise from position. During this time, when the land 8m comes off the protrusion 43r, the chamber between the lands 8m and an is connected to Dorenbo (Denbo) 8S, and the low shift control pressure from the circuit 25 acts on the area difference between the lands Bm and 8n, causing the Sugururu・C to move downward. The force that was pushing the spools Bb and Bo is gone.
instantly rises to the upshift position shown in the right half of the figure. As a result, the oil passage 80 branched from the oil 1 MI 29 communicates with the oil passage 81, and the line pressure that had been led to the oil passage 29 as described above passes through the oil passage 80.1-2 shift pulp 8 to the oil passage 81.
1 is output. This line pressure is then supplied to the servo apply chamber 106'a through the oil 1642, but on the way it is throttled by the orifice 75, so the servo apply pressure is initially low and then gradually rises. This servo apply pressure also reaches the accumulator chamber 12e through the oil passage 64, and pushes back the stepped piston 12b, which is in the lowered position as described above, in cooperation with the spring 12f. As a result, the servo apply pressure slowly increases, and the band servo 106' slowly operates the second brake 106. The operation of the second brake causes the automatic transmission to shift up from the first gear to the second gear while keeping the rear clutch 105 engaged. This can be alleviated by the above-mentioned operation of No. 12.

When the vehicle speed further increases while running in the second gear, the governor pressure that corresponds to this vehicle speed and reaches the chamber 4e of the 2-8 shift valve 4 from the circuit 28 is applied to the spool 4b located in the right half position in the figure.
, 4o, the downward force due to the spring 4d, and the circuit 25.8
The low shift control pressure from 8 overcomes the downward force generated due to the difference in pressure receiving area between land 4h and land 4, and the spool 4b.

Raise 40 from the right half position in the figure 0 During this time, raise 4
When h comes off the protrusion 4k, it becomes land 4h.

The chamber between 41 and 41 communicates with the drain boat 4q, and the downward force caused by the low shift control pressure is eliminated, and the spools 4b and 4c instantly rise to the upshift position in the left half of the figure.

As a result, the oil passage 82 communicates with the oil passage 85, and the line pressure that was led to the oil passage 85 as described above is outputted to the oil passage 40 via the 2-8 shift valve 4 and the oil passage 82. This line pressure is supplied from the oil passage 40 on the one hand, and the line pressure booster valve 6 on the other hand.
It extends to chamber 6f via mcte and eg, and spool 6b.
is moved to the right from the upper half position to the lower half position in the figure against the spring 60, while the chamber 18d of the 2-8 timing valve 18
and the corresponding boat of the front clutch pressure reducing valve 15. By the way, since the line pressure led to the oil passage 40 is restricted by the orifice 88 provided in the middle of the oil passage 85, it is initially low and then gradually rises. Therefore,
The hydraulic pressure led to the chamber 18d from the oil passage 40 can initially be raised against the stool 18b and the spool 180.
8b is located in the right half position in the figure, and similarly the oil passage 71 is connected from the oil passage 40 to the chamber 15 (i) of the front clutch pressure reducing valve 16.
Initially, the pressure introduced through the spool 15b overcomes the downward force from the spring 150 and the downward force due to the throttle pressure that reaches the chamber 15h from the throttle field wJ48 via the oil path 72, and moves the spool 15b to the right half position in the figure. It cannot be raised from Therefore, the pressure supplied from the oil passage 40 to the chamber 18d stops here, and the pressure supplied from the oil passage 40 to the front Q clutch pressure reducing valve 15 passes through the sweet oil passage 70 and the shuttle valve 61, It is supplied to the front clutch 104 via wI62. After that, the pressure in the oil passage 4θ rises and the spool 15b is raised to the left half position in the figure, and then the front clutch pressure reducing valve 15
Due to the above-described pressure regulating action, the front clutch 104 receives not the line pressure itself, but a pressure that is approximately proportional to the output energy of the engine by reducing this pressure as described above and regulating the pressure according to the throttle pressure of the oil passage 72. Supplement
! ! be provided. During this time, when the pressure in the oil passage 40 rises to a value that overcomes the spring 180 of the 2-8 timing valve 18, this pressure causes the spool tab to rise from the right half position to the left half position in the figure, and 18d is communicated with the oil passage 65, and the pressure reaching the chamber 13d from the oil passage 40 is transferred to the oil l#36.
5 is output. Thereafter, this pressure is supplied from the oil passage 65 to the servo release chamber 106'b via the oil passage 80 provided with the check valve 68, and the oil passage 67. When line pressure is supplied to the servo release chamber 106'b, the piston of the band servo 106' moves to the servo apply chamber to
6 Since the pressure receiving area of the servo release chamber 106'b is larger than that of the servo apply chamber 106'b, the piston is placed in the servo apply chamber 1
It is pushed back to the 06'a side. Due to the above action, the front
It is possible to supply pressure to the servo release chamber 106'b (release of the second brake 1106 by the band servo 106') only after the supply pressure to the clutch 104 exceeds a certain value and the front clutch starts to be engaged. The engagement of the front clutch 104 slightly overlaps with the operation of the second brake, thereby preventing the engine from racing by releasing both of them. In combination with the above-mentioned engagement and holding of 105, the automatic transmission can be shifted up from the second speed to the eighth speed.

While driving in the 8th gear, when the vehicle speed exceeds the value, the governor pressure corresponding to this vehicle speed reaches the chamber 5d of the 8-2 downshift valve 5 from the circuit 28, causing the spool 5b of the valve to resist the splash 5C. When the throttle opening is increased by pressing the accelerator pedal while the vehicle is raised to the left half position in the figure,
The low shift control pressure that corresponds to this throttle opening and reaches the 8-2 downshift valve 5 via the oil passage 89 from the shift control pressure circuit 25 acts on the difference in pressure receiving area between the land 5e and the land 5g. In cooperation with the screw 50, the spool 5b is pushed down to the right half position in the figure. As a result, oil IL586
．． 89 is conductive, and the low shift control pressure is oil 1111s89
, 36 and the shuttle valve 84, it enters the chamber 4o of the 2-8 shift valve 4, overcomes the governor pressure in the chamber 4e, and pushes the spool 4C down from the left half position in the figure to the right half position. As a result, the oil path 85.82 is cut off, and the oil path 82
At the same time as the line 1 pressure supply to the line 1 is cut off, the oil passage 82 is connected to the drain t''-t 4r, and the pressure that was being supplied to the front clutch 104 and the servo release chamber 106'b in the 8th gear is reduced. It is sampled as described below, i.e. 7
0/torque clutch pressure, since no pressure is generated in the chamber 15d of the front clutch pressure reducing valve 15, the spool 1
5b is moved to the right half position in the figure by the spring 150, and the oil passage 4
Since there is continuity between JO and 70, the oil passage 62 and the shuttle valve 61. Oil channel 70.40.82 and drain boat 4
r and is extracted relatively quickly. On the other hand, since the servo release pressure is no longer generated in the chamber 18d of the 2-8 timing valve 18, the spool 18b is moved to the right half position in the figure by the spring 130, and the oil passage 65 is connected to the drain boat 1.
8e, oil w 167° oil passage 80, orifice 69, oil passage 65 and drain 1 boat 1136
After that, it is extracted relatively slowly.

Here, when the vehicle speed decreases to a certain extent, the governor pressure corresponding to this vehicle speed, which is applied from the governor pressure circuit 28 to the chamber 14d of the 8-2 timing valve 14 via the oil passage 66, is reduced to the spool 1.
The spool 14b can be raised to the left-hand position in the figure against the splash 140, and the spool 14b can be lowered to the right-hand position in the figure, and the oil [
Passes between 65 and 67. In this case, the servo release pressure is oil 167.8-2 timing pulp 14. When the vehicle speed is high, the oil is extracted relatively quickly through the oil passage 65 and Dorenboe 188. As a result of the above action, when the front clutch pressure is released, the servo release pressure is removed at a slow speed determined by the orifice 69 when the vehicle speed is high, and relatively quickly when the vehicle speed is low. Therefore, at high vehicle speeds, the operation of the band servo 106' (second brake 106) is delayed in response to the release of the front clutch 104, allowing a long neutral interval, during which the engine rotation increases in proportion to the vehicle speed. From 8th gear to 2nd gear with less shift shock (1)
y 7) p'tsu7, month. Yo, 1□6゜eh,
) At low vehicle speeds, the delay in the activation of the second brake 106 relative to the release of the front clutch 104 can be adjusted to just the time required for the engine rotation to rise by an amount corresponding to the vehicle speed 1; It is possible to reduce the gear change jitter during the above-mentioned downshift.

Note that the 8-2 downshift pulp 5 increases the throttle opening even when the vehicle speed decreases and the governor pressure in the chamber 5d decreases accordingly. This allows the automatic transmission to perform a similar downshift from 8th gear to 2nd gear.

Next, when the vehicle speed further decreases, the governor pressure in the chamber 8e of the l-2 shift valve 8 cannot resist the spring force of the spring 8d, and this spring causes the spool Bb to move.

80 is the oil passage 8 that descends from the left half position to the right half position in the figure.
0 and 81, and also communicated with the oil passage δlt''l (Dorenborg) 8t. As a result, the line pressure that was being supplied to the servo apply chamber 106'a passes through the check pulp 76 of the oil passage 42, and the oil Road 81 and Dorenborg) 8
It is quickly removed after time t, and the cant brake 106 is released by the release operation of the band servo 106.

Thus, only the rear clutch 105 is engaged as a friction element, and the automatic transmission is downshifted from second gear to first gear.

Note that the above-mentioned automatic shift operation between 1st, 2nd, and 8th speeds is for when the accelerator pedal is depressed relatively slowly and the throttle opening is increased at a slow rate. Inside, pressure sufficient to push the spool 82b from the upper position in the figure to the lower half position in the figure against the spring 820 is not supplied, and the 1-hold valve 82 closes the circuit 25 to the circuit 86 due to the above action. Low shift control pressure from (a- in Fig. 8)
The automatic transmission performs the above-mentioned automatic shifting, and the shifting pattern (shifting point) at this time is shown only for the shifting between the shifting legs. -h-i-j (upshift line) and -1-m-n
It becomes a normal line as shown by (downshift line).Also,
When the accelerator pedal is released and the throttle opening is decreased, regardless of the speed, enough pressure is supplied in the chamber B2d to push the spool 8Bb from the upper half position in the figure against the spring 820. In this case as well, the hold valve 82
In order to output a low shift control pressure to the circuit 26, the automatic shift operation is performed according to the same normal shift pattern as described above.

By the way, when the accelerator pedal is depressed relatively rapidly and the throttle opening increases at a high speed, the plunger 88b is pushed in through the accelerator linkage 85 at a high speed, and the throttle speed responsive valve 88 and hold valve 82
Due to the above action, times lOw! 25, a high shift control pressure (pressure b-◯ in FIG. 8) is outputted from the oil 1eI87 at the throttle opening indicated by TH in FIG. 8 or higher. In this state, as mentioned above, the throttle opening is above T.
As long as it is H or higher, it will be maintained even if you stop pressing the accelerator pedal, so the shift pattern in the relevant throttle opening range is from 1-j and m-n to 〇-' in Fig. 4.
p&. To 9-0, 1 D□, A. During driving, the upshift is delayed and the downshift is accelerated, allowing the driver to spend more time driving in low gears and extracting the output torque that matches the required torque, thereby providing sufficient acceleration. Note that even in the region where the throttle opening is below the above TH, if the increasing speed is fast, the throttle speed response valve 88
The hold valve 82 is temporarily brought into a state where the spool 82b is in the lower half position in the figure, but since the throttle opening is small, the corresponding pressure in the oil passage 87 holds the spool 82b in this position in the chamber 82h. Hold valve 82
As soon as you stop pressing the accelerator pedal or start to press it slowly, it returns to its original state. Therefore, a high shift control pressure is not continuously output to the circuit 25, and in the region where the throttle opening is below TH, the shift pattern is as shown in FIG. -i and -1-m indicate "1". Cart/Waste 1V M ” ” ” Change 11 Can be prevented from being changed.

As mentioned above, after the automatic transmission has been downshifted to first gear, the vehicle is stopped and the manual valve P is returned to the N range because the vehicle is not desired to start.
Since the water is drained, the rear clutch lOI? The line pressure that was being supplied to the oil line 29 and the check pulp 77
, the oil passage 22 is immediately removed from the boat 2b of the manual valve 2, and the automatic transmission is placed in a neutral state in which all friction elements are deactivated and no power is transmitted.

Note that while driving in the 8th speed, when the accelerator pedal is fully depressed to create a kick-down state, the plunger 8d of the throttle valve 8 is pushed to the right in the figure to the limit as described above, causing a kick to the circuit 24. Down EE (line pressure) is output. On the other hand, this kickdown pressure is 1-
The oil is supplied to the boat 8u of the 2-shift valve 8 and to the chamber 4p of the 2-8 shift valve 4 via an oil path 87, respectively. The kickdown pressure supplied to the chamber 4p acts on both the upper and lower pressure receiving surfaces of the land 4g of the spool 4b located at the left hand position in the figure and the upper pressure receiving surface of the land 4h, and in cooperation with the spring 4d, the spool 4b, Push down 4o to the right half position in the figure. As a result, the 2-8 shift valve housing shifts the automatic transmission down from the 8th speed to the 2nd speed in the same manner as described above.

Moreover, when the vehicle speed further decreases, the kickdown pressure supplied from the circuit 24 to the bow 8u of the 1-2 shift valve 8 becomes
Upper pressure receiving surface of land 8h, both upper and lower pressure receiving surfaces of land 8g,
and acts on the lower pressure receiving surface of the land 8f, working together with the spring 8d to push down the spool 3b and Ba from the left hand position to the right half position in the figure against the governor pressure in the chamber 8e. -2 shift valve 8 shifts the automatic transmission down from second speed to first speed in the same manner as described above.

When the vehicle is in the kickdown state while running in the first speed, line pressure is outputted to the circuit 84 as described above, and this line pressure reaches the oil passage 87 through the groove siheM from the circuit 84. On the other hand, when creating such a kick-down state, the driver normally depresses the accelerator pedal rapidly, so the throttle speed response valve 88 operates as the hold valve 82 and the spool 82b is moved to the lower half in the figure by the above-mentioned action. position, the line pressure in oil passage 87 maintains this spool position in chamber 82h, and hold valve 82 directs circuit 25 to oil passage 8.
7 and is kept in the next state. Because of this, oil passage 87
The line pressure inside acts on the pressure receiving area difference between lands 8m and i3n of the spool 80 located at the right half position in the diagram of the 1-2 shift pulp 8, and also affects the pressure receiving area difference between the lands 8m and i3n of the spool 80 located at the right half position in the diagram of the 2-8 shift valve 4. It acts on the pressure receiving area difference between the lands 4h and 41 of the spool 4b located in the spool 4b, and pushes each spool downward. Also, the kickdown pressure of the circuit 24 is 1-
2 Spool 8b located in the right half of the shift valve 8 in the figure
It acts on the pressure-receiving area difference between the lands sg and ah, and also acts on the land 4g of the spool 4b located in the right half position in the figure of the 2-8 shift valve 4, pushing each spool P downward.

Furthermore, springs 8d are attached to the spools of both shift valves 8 and 4, respectively.
, 4d is acting. Governor pressure acts on the spools of the shift valves 8 and 4 in the chambers Be and 4e so as to oppose the above-mentioned downward force, and the governor pressure overcomes the downward force applied to the spools of the 1-2 shift valves. When the vehicle speed reaches the vehicle speed, the l-2 shift pulp 8 shifts up from the first gear to the second gear as described above, and the governor EE overcomes the downward force applied to the spool of the 2-8 shift valve 4. When the vehicle speed reaches, the 2-8 shift valve 4 can shift up from the 2nd speed to the @8th speed as described above.

However, as is not clear from the above, the downward force applied to the spools of both shift pulps 8 and 4 is greater than the downward force at the normal throttle opening, so the speed is higher than that at the normal throttle opening. It is possible to accelerate rapidly with the large driving force in low gear without upshifting until it is.

Next, the operation when the ■ range is selected while the vehicle is running in the 8th speed with the manual valve 2 set to the D range will be explained. While driving in the 8th speed with the D range set, the line pressure led to the oil passage 40 passes through the groove 6e and the oil passage 6g to the chamber 6f.
When the spool 6b reaches ``F'f'' and 73 points 71. A6keyohe.ゎ6c?:□ ＼1 and moves, this spool position is then moved from the oil path 81° to the groove 6e and the oil path 6.
gf, and is maintained by the line pressure that reaches the chamber 6f. Now, if you switch manual valve 2 to...range,
The line pressure circuit 16 communicates with the boats 2b and 20, and the line pressure reaches the same location as described above from the boat 2b, and is supplied from the boat 20 to the oil line 45 as range backup pressure. On the other hand, when operating the manual valve 2,
Since the boat 2e is connected to the drain, the automatic transmission is
At the time of 8th gear, the pressure that was being supplied to the front clutch 104 and servo release chambers 10a/b is no longer supplied and is quickly removed via the check valve 84, resulting in a downshift from 8th gear to 2nd gear. And also,
In this ■ range, the spool 40 can be held in the lowered position as the vehicle speed increases, even if it moves to the upshift position.
Since there is no 8th gear pressure in circuit 85, the automatic transmission is in 8th gear.
It never shifts up to speed. Since the line pressure booster pulp 6 is in the above state, the line pressure (■ range backup pressure) led to the oil path 45 is
8 and the shuttle valve 46 to the throttle modifier valve 7 (bow) 7h. Thus, the throttle modifier valve 7 outputs the throttle modifier pressure of the upper limit value of the pressure regulation during all throttle adjustment to the oil passage 54 by the above-mentioned pressure regulating action, and this throttle modifier pressure is supplied to the regulator valve l. .

As a result, the regulator valve l has the effect described above.
A line pressure corresponding to the pressure regulation upper limit value is generated in the line pressure circuit 16 at all throttle openings. Because of this,
Sufficiently high line pressure can be obtained even at small or medium throttle openings, and the rear clutch 105 and band servo l
It is possible to operate O6' strongly, and it is possible to ensure sufficient engine braking effectiveness in the ■ range.

When the vehicle speed decreases to the value shown above while driving in the ■range,
The l-2 shift valve 8 has a spool 8b80 that is sprung 3d.
As a result, the automatic transmission is lowered from the left half position to the right half position in the figure, so the automatic transmission is shifted from the second gear to the first
Shift down quickly. At this time, there is no oil pressure in the oil passage 81, and as a result, the squirrel 6b of the line pressure booster valve 6 loses the force that holds it in the rightward position shown in the lower half of the figure, and springs to the position shown in the upper half. Returned at 60. As a result, the line pressure of the oil passage 45 comes to a dead end at the line pressure booster valve 6, and communicates with the drain boat 90 of the throttle fail-safe valve 9 via the oil passage 48II'1 and the oil passage 44.4. In this way, the throttle pressure of the circuit 48 is guided to the boat 7h of the pressure modifier valve 7 by the switching operation of the shuttle valve 46, and the pressure modifier valve 7 receives the shuttle modifier pressure as described above. The oil can be supplied to the regulator valve l through the oil passage 54, and the regulator valve l can be made to have the function of creating the above-mentioned line pressure in the circuit 16.

After that, the vehicle speed increased, and the 1-2 shift valve 8
When this shift valve enters the upshift state due to the governor pressure in the chamber 8e, the automatic transmission is shifted up from the first speed to the second speed as described above. However, even if the line pressure generated in the oil passage 81 is supplied to the line pressure booster valve 6 at this time, the spool 6b of this valve at the upper position in the figure no longer moves to the right. Therefore, the line pressure booster valve 6 is inserted into the R range while running in 8th gear, and when shifting to 2nd gear, and as described later, when running in 8th gear, the line pressure booster valve 6 is inserted into the R range and shifted to 2nd gear. Only in this case, as mentioned above, maintain the line pressure at a constant high value across all throttle openings to ensure the necessary capacity when the second brake grips the clutch drum, and ensure the effectiveness of the engine brake when in range. However, once you are in 1st gear, even if you repeatedly shift up from 1st to 2nd gear, or downshift from 2nd gear to 1st, the line pressure will not be boosted, causing a shift shock. It won't get bigger.

When changing from the 2nd gear of the Naori range to the R or I range, the second brake grabs the clutch drum in advance, so its capacity is changed from the 8th gear to the 11...range as described above even during engine braking. It is smaller than when using a line pressure booster valve, and there is no need to increase line pressure with a line pressure booster valve.

Next, when the manual valve 2 is turned on, the line pressure circuit 16 communicates with the boat zd in addition to the boats 2b and 2a. Line pressure is boat 21b.

20 reaches the same location as described above, and from the boat 2d it is supplied to the first speed fixed range pressure reducing valve 11 as I range pressure. Since the pressure reducing valve 11 has no initial pressure in the chamber lld, the spool 11b is pushed down to the right half position in the figure by the spring 110, but the line pressure from the oil passage 59 is applied to the chamber 11 (11) from the oil passage 58. By pushing up the spool llb and draining part of the line pressure from the drain boat llf, it is balanced at the position on the left half of the figure, and the pressure is reduced to a magnitude equal to the spring force of the spring 110 at this position. Therefore, the line pressure led to the oil passage 59 is reduced to a certain level, passes through the oil passage 58, the shuttle valve 28, and the oil passage 26, and reaches the spool land δ of the 1-2 shift pulp 8.
1 and exerts a downward force on the spool 80. At high vehicle speeds, where the upward force due to the governor pressure in the chamber 8e is greater than this downward force, the spools 3b and 30 are placed in the left half position in the figure, and the shift valve 8 maintains the automatic transmission in the second gear state. If you select Lunge while driving at high speed, you can prevent engine overrun at the pier. In this case,
Only when Lunge is selected from 8th gear and the gear is shifted to 2nd gear, the internal pressure output from the boat 20 to the oil passage 45 as Lunge bank amplifier pressure is directed to the line pressure booster valve 6, and ■
As explained in connection with the range, the line pressure is increased by the line pressure booster valve 6, and engine braking can be ensured as in the case of the range.

When the vehicle speed decreases and the upward force due to the governor pressure in the chamber 8e decreases, the spool 80 is lowered to the right half position in the figure by the downward force due to the constant depressurizing oil acting on the spool land 81. Due to the upward force of the constant vacuum oil, the spring 8d is held in a contracted state at the left half position in the figure and separated from the spool 8C. At this time, the oil passage 27 that was leading to Dorenborg) 8S is connected to the oil passage 26, and a certain amount of reduced pressure oil in the oil passage 26 is supplied to the low reverse brake 107 via the oil passage 27, and the operation of this brake , the automatic transmission is engaged and held by the rear clutch 105.
It is possible to drive a car without applying engine braking in the range. The first speed fixed range pressure reducing valve 11 reduces the line pressure from the oil line 59 to a constant value determined by the spring 110 and outputs it to the oil line 58. The shift point of the valve 8 can be set to a desired constant vehicle speed, and engine overrun can be prevented without delay at any throttle opening.0 When the manual valve 2 is shifted from the N range to the R range,
The line pressure circuit 16 leads to the bows 2a, 2e. The line pressure passes through the oil passage 60 as backward pressure from the bow) 2a, and on the other hand, passes through the shuttle valve 28 and the oil passage 26 to reach the l-2 shift pulp 8, but at this time, since governor pressure is generated only during forward movement, Governor pressure is not generated in chamber 8e, and Sgures 3b, 3
Since o is always in the right half position in the diagram, it is supplied to the low and reverse brake 107 through the oil passage 27, and on the other hand, it is supplied to the front clutch 104 through the orifice 7B, the shuttle valve 61, and the oil passage 62. be done. front fist clutch 1
The line pressure toward 04 is throttled by the orifice 78 on the way, and is initially low and then gradually rises. This front fist clutch supply pressure branches from the middle of the oil passage 60 and reaches the accumulator chamber 12a, and hits the stepped piston 12b.
Press down against 2f. As a result, the front clutch supply pressure is slowly increased, and the front clutch 104
is slowly tightened without causing a select shock when the manual valve 2 is changed from the N range to the N range. Thus, the automatic transmission has a front clutch 104.
is engaged and the low e IJ berth brake 107 is activated, making it possible to travel backwards.

When manual valve 2 is returned to N range, Bau) 2
a75 (connects to the drain, and the line pressure inside the front clutch 104 is connected to the oil passage 62, shuttle valve 6□, rmM 6
0 s fZ 7 p /</l/7' 79 'll
<(jq=-"Al valve 2 boat'!a'ftM is quickly removed, and the line pressure in the low reverse brake 107 is also reduced to oil passages 27, 26, shuttle valve 28, and oil passage 6.
0 and the manual valve 2 (B) 2a, the automatic transmission is immediately pulled out, and the automatic transmission becomes a neutral state.

Thus, as described above, the speed change control device for an automatic transmission according to the present invention has a different speed change control pressure that is lower than the speed change control pressure (a-bo-o in FIG. 8) corresponding to the throttle opening. (d-e-f in FIG. 8); a hold valve 82 that selectively directs these high or low shift control pressures to the shift point determining elements 8 to 5; The valve is set in such a state that when the rate of increase in the throttle opening is slow, the low shift control pressure is directed to the shift determining elements 8 to 5, and when the rate of increase in the throttle opening is fast, the high shift control pressure is directed to the shift point determining element 8.
Since the configuration includes a throttle speed response valve 88 that changes the state toward the state toward 5, the shift pattern is moved to the high speed side and the upshift is slow when a large output torque is required with a fast increase in throttle opening. , the gear change can be controlled so that the downshift is quick, and therefore the driving time in the low gear is extended, and as a result, the required large output torque can be extracted and sufficient acceleration force can be obtained.

Moreover, even when the automatic transmission is hydraulically controlled, the device of the present invention can be extremely easily adopted by simply adding eight valves 81 to 88 without making any major design changes.

In addition, if the above-mentioned state change of the hold valve 82 is configured to be maintained only when a large output torque of a specific throttle opening TH (see FIGS. 8 and 4) or more is required as shown in the illustrated example, the large output less than the specified throttle opening TH (see FIGS. 8 and 4) It is possible to prevent the shift pattern from being unnecessarily changed as described above to the low throttle opening range where no torque is required, thereby impairing the drivability in this throttle opening range.

[Brief explanation of the drawing]

FIG. 1 is a skeleton diagram of a power transmission train illustrating an automatic transmission to which the present invention is applied; FIG. 2 is a hydraulic circuit diagram showing the present invention installed in a shift control hydraulic circuit of the automatic transmission; Fig. 8 is a change characteristic diagram of the shift control pressure 1 selectively used by the device of the present invention, and Fig. 4 is a graph of the shift butterfly determined by the device of the present invention.
FIG. l... Regulator valve 2... Manual valve 8... l-2 shift valve 4... 2-8 shift pulp 5... 8-2 down shift valve 6... line pressure booster pulp 7. ...Pressure modifier valve 8...Throttle valve 9...Throttle 7 Air Se 7 Pulve IO...m
Throttle modulator valve 11...1st speed fixed range pressure reducing valve 12...Accumulator 18...2-8 Timing pulp 14...8-2 Timing pulp 15...Front clutch pressure reducing valve '1 1
6...Line pressure circuit 20...Oil cooler 2
1...Various lubrication parts 25...Shift control pressure circuit 28.46.61...Shuttle valve 29...Forward pressure oil path 80...2nd speed pressure oil path 85...8th speed pressure oil Path 45... I range and ■ range backup pressure oil path 48... Throttle pressure circuit 34, 68, 76, 77, 79... Check valve 59... Reverse pressure oil path 88, 69, 74, 75 , 78.89... Orifice 81... Second (to be provided in the present invention) throttle modulator knob (lube 82... Hold valve 8
8...Throttle speed response valve 84.87...High shift control pressure output circuit 85...Accelerator linkage 86...Low shift control pressure output circuit 88...Oil passage 90...Drain boat 100. ...Crankshaft 7) 101...Torque converter 102...Main shaft 108.
...One-way clutch 104...Front clutch 105...Rear clutch 106...Second brake 107...Low and reverse brake. 81
1. Wa, way,, tour □. 011. Ya□7ya, 1(
1110...First planetary gear group 111...Second planetary gear group l12...Output shirt) 1113
...First governor pulp 114...Second governor valve ○ Patent applicant Nissan Motor Co., Ltd. First illustration

Claims (1)

[Scope of Claims] L: In an automatic transmission in which a shift point is determined by a shift point determining element in accordance with a shift control pressure corresponding to a throttle opening, another shift corresponding to the throttle opening and lower than the shift control pressure; A throttle modulator pulp that creates control pressure, a hold valve that selectively directs these high or low shift control pressures to a shift point determining element, and a throttle modulator pulp that controls the hold valve when the rate of increase in throttle opening is lower than a set value. When the speed is slow, the low shift control pressure is directed toward the shift point determining element. The automatic transmission is further provided with a throttle speed response valve that changes the state of the high shift control pressure to a state where it is directed toward the shift point determining element when the throttle opening increase rate is fast and exceeds a set value. Gear shift control device. Tortoise: After the state of the hold valve changes from a state in which low shift control pressure is directed toward the shift point determining element to a state in which high shift control pressure is directed toward the shift determining element. 2. The speed change control device for an automatic transmission according to claim 1, wherein the latter state is continued until the throttle opening becomes equal to or less than a specific opening.