Transmission Fluid Pressure Control Merging Solenoids
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Solution Overview
Problem
Conventional transmission apparatuses increase energy consumption and size due to the use of dedicated linear solenoids for engaging brakes and clutches, particularly when shifting between neutral and reverse positions, leading to inefficiencies in oil pressure management.
Innovation Solution
The transmission apparatus employs pressure feeding and regulating mechanisms to selectively output fluid pressure to engagement elements, eliminating the need for separate pressure regulating means when shifting to neutral, thereby reducing energy consumption and apparatus size by optimizing fluid pressure distribution and switching valves.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Loss of time
If a dedicated linear solenoid is used to turn on or off a brake (or clutch) which is engaged in the N range, then the response to shift operation is improved, but the flow rate consumed by the linear solenoid increases, leading to increase in capacity of the oil pressure generation source and increases energy consumption
Solution Approach 1:
The patent combines the control functions of multiple engagement elements into a single linear solenoid. The solenoid controls both the brake B2 (engaged in N range) and the clutch C3 (engaged in R range) through a unified control mechanism, eliminating the need for separate dedicated solenoids for each element. This merging reduces the total flow rate consumption while maintaining fast shift response.
Solution Approach 2:
The linear solenoid is designed with multi-functionality to perform multiple control tasks. It can selectively engage or disengage different engagement elements (brake B2, clutch C3) depending on the shift position, making a single component serve multiple purposes that previously required separate dedicated components. This universal control mechanism reduces overall system energy consumption.
2Loss of time
If a dedicated linear solenoid is used to turn on or off a brake (or clutch) which is engaged in the N range, then the response to shift operation is improved, but the capacity of the oil pressure generation source must be increased
Solution Approach 1:
The patent merges the control of multiple engagement elements into a single linear solenoid system. By controlling both brake B2 and clutch C3 through one solenoid, the system reduces the cumulative flow rate demand that would result from multiple dedicated solenoids, thereby avoiding the need to increase oil pressure generation source capacity.
Solution Approach 2:
The brake B2 is engaged in advance when the shift lever is in the N range, preparing the system for quick transition to R range. This preliminary engagement of the brake B2 by the linear solenoid ensures that when shifting to R range, only the clutch C3 needs to be engaged, reducing the overall response time without requiring increased oil pressure capacity.
3Loss of time
If newly adding the linear solenoid is done to engage the first engagement element, then the shift response is improved, but the entire apparatus size is enlarged
Solution Approach 1:
The patent merges multiple control functions into a single linear solenoid, reducing the number of components needed in the system. By having one solenoid control both brake B2 and clutch C3, the overall apparatus size is minimized compared to using separate dedicated solenoids for each engagement element, while still achieving improved shift response.
4Ease of operation
If dedicated pressure regulating means is provided to engage the first engagement element when in the neutral position, then the engagement control is improved, but the discharge capacity of the pressure feeding means has to be increased
Solution Approach 1:
The patent eliminates the need for separate dedicated pressure regulating means for the brake B2 by incorporating its control into the existing linear solenoid system. The linear solenoid directly controls the brake B2 engagement, sharing the pressure regulation function with the clutch C3 control, thereby avoiding the need to increase discharge capacity of the pressure feeding means.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This solution reduces energy consumption, improves fuel efficiency, and downsizes the transmission apparatus by minimizing the discharge capacity of the fluid pressure source and reducing shifting times, while maintaining smooth shifting operations.
Implementation Method 1
a fluid pressure source that generates fluid pressure to be used for actuating the engagement elements
Data Source
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AI summary
When a shift lever is in a reverse (R) position, a brake B2 is engaged by a reverse pressure PR from an R position output port 58c of a manual valve 58, and a clutch C3 is engaged by an SLC3 pressure from a linear solenoid SLC3, thereby forming a state of a first reverse speed. When the shift lever is in a neutral (N) position, a brake B2 is engaged by supplying the SLC3 pressure from the linear solenoid SLC3 to the brake B2 instead of the clutch C3, thereby forming a state of neutral. Accordingly, it is not necessary to provide a dedicated linear solenoid for engaging the brake B2. Consequently, by suppressing increase in consumption flow rate (energy consumption) in a hydraulic circuit 50 due to separately providing a linear solenoid, energy efficiency of the entire apparatus can be improved, and the entire apparatus can be downsized.