Patent EP-0162352-A1 (EP)
Inventor: BUBACH DIETER
IPC: F16H45/02
Filed: 1985-05-02
Abstract: 1. A hydraulic control valve system for an automatic multi-speed hydrokinetic-mechanical transmission for motor vehicles, with a torque converter with lock-up clutch and a gearbox with three planetary gear sets, a simple, first set whereof is disposed as an overdrive set in a first part and the two other sets arranged in the manner of a Simpson-type gear set being disposed in a second part of a gearbox housing, and where the converter drives a driving shaft (C), drivingly connected with the planetary gear carrier (P1) of the first set to which a first clutch (CL1) is allotted for connecting the planetary gear carrier (P1) with the sun gear (S1), to which in turn a brake drum and a first brake (B1) is allotted for anchoring and whose ring gear (R1) forms a driven member drivingly connected with a central shaft (M) and where an overrunning clutch (OWC1) is inserted between the planetary gear carrier (P1) and the central shaft (M), said overrunning clutch blocking under torque conditions of the first through third gears and in reverse gear but not in the fourth gear, and where the central shaft (M) forms the driving shaft for the Simpson-type gear set and is connectable by way of a second clutch (CL2) with the integral sun gears (S2 and S3) or, respectively, by way of a third clutch (CL3) with the ring gear (R2), a brake drum and a second brake (B2) being allotted to the second clutch (CL2) for anchoring the two sun gears, the planetary gear carrier (C2) of the second set and the ring gear (R3) of the third set being drivingly connected with the driven shaft (O), an overrunning clutch (OWC2) for anchoring at the housing in one braking direction and, respectively, a brake drum with a third brake (B3) for anchoring in both directions of rotation being allotted to the planetary gear carrier (P3) of the third set, the clutches and brakes being automatically switchable by means of hydraulically actuated pistons or servos in dependence upon the positions of a manual valve and/or upon the operating conditions of the vehicle, a first gear being selected by engaging the third clutch (CL3), a second gear by additionally applying the second brake (B2), a third gear by engaging the second clutch (CL2) and releasing the second brake (B2), a fourth gear laid out as overdrive gear by applying the first brake (B1) with the second clutch (CL2) and the third clutch (CL3) left engaged and a reverse gear by engaging the first clutch (CL1) and the second clutch (CL2) and applying the third brake (B3) with a torque converter lock-up clutch (LUCL) additionally engaged in the third and fourth gear, a line pressure (LINE) being produced by a pressure fluid pump by way of an oil pressure control valve (202) and an oil pressure booster valve (214) in dependence upon a throttle pressure valve (230) supplying pressure signals corresponding to the torque demand and upon a governor valve (144) supplying pressure signals corresponding to the velocity of travel, said line pressure (LINE) being fed by way of a manual valve (300) to a plurality of shift- and control valves which are additionally affected by the pressure signals of the throttle pressure valve (230) and of the governor valve (144) to actuate the automatic shifts, a lock-up clutch control valve (500) and a lock-up clutch switch valve (520) cooperating with the latter being provided, the control valve (500) comprising a spring (502) loaded valve spindle (504) fitted with three control lands (506, 508 and 510) arranged so that in the first position (the position shown in Fig. 3), in which the lock-up clutch (LUCL) is open, the converter feed pressure (CC) from the line (CC/COOLER) is supplied to the torque converter by way of the line (CC/EX) before the lock-up clutch piston and arrives by way of the open lock-up clutch in the converter trilock region and flows from there as converter return flow (CDC) by way of the line (CDC/LUC) and the line (COOLER) to the cooler, the line pressure (LINE) being passed in the second, upshifted position, in which the lock-up clutch is closed, as lock-up clutch pressure (LUC) by way of the line (CDC/LUC) into the converter trilock region, the space before the lock-up clutch piston being relieved as converter return flow (EX) to the oil sump by way of the line (CC/EX) and the converter feed pressure CC being supplied from the line (CC/COOLER) by way of the line (COOLER) directly to the cooler, characterized in that the control valve (500) is addressed by way of the switch valve (520), whose valve spindle (522) is fitted with four control lands (523, 524, 525 and 526), is held in a first position (the position shown in Fig. 3) by a spring (527) and is changed over, in dependence upon the throttle pressure (TBV/TV) acting by way of a modulator valve (530) on the upper end, the line pressure LINE acting on the land (525), the operating pressures or operating pressure ranges (TDC/KD/2/1/R-I) acting on the land (526) and the governor pressure (GOV) counteracting at the lower end, in such a manner that the line pressure (LINE) is passed on or, on the other hand, vented as lock-up clutch engaging pressure (LUC) in dependence upon the velocity.