JP4735215B2 - Hydraulic control device for automatic transmission for vehicle - Google Patents

Description

  The present invention relates to a hydraulic control device for an automatic transmission for a vehicle in which a hydraulic friction engagement device is selectively operated by an electromagnetic valve device to establish a shift stage, and more particularly, to generate an interlock of an automatic transmission. It is related with the fail safe apparatus which avoids.

  An electromagnetic valve device that selectively supplies operating hydraulic pressure to a plurality of hydraulic friction engagement devices in order to achieve a plurality of shift stages of the automatic transmission, and an operating hydraulic pressure that is not supplied simultaneously when normal. In the event of a failure simultaneously supplied by the solenoid valve device, the hydraulic pressure is cut off from the supply of hydraulic pressure to other hydraulic friction engagement devices except for the predetermined hydraulic friction engagement device for achieving a predetermined shift speed. An automatic transmission for a vehicle having a fail-safe valve that switches a valve element from a normal side position to a fault side position so as to avoid abnormal engagement of a friction engagement device, that is, occurrence of an interlock of an automatic transmission. Hydraulic control devices are well known.

  In general, the fail-safe valve is configured so that the normal position is always maintained during normal operation, in other words, configured so that the valve element is not switched to the failed position except during a failure. The possibility of failure of the safe valve itself, for example a valve stick, is reduced. On the other hand, this fail-safe valve may cause a valve stick because the valve cannot be switched once during normal operation for a long time. For example, small foreign matter such as spool valve wear particles mixed into the hydraulic oil (oil) after many years of use can be found in the oil chamber or in the gap between the valve body and the spool valve due to manufacturing errors. There is a possibility that the fail-safe valve may malfunction due to accumulation due to inflow with the hydraulic oil in the event of an actual failure.

  On the other hand, in a valve that is always operated for switching the gear position during normal operation, the minute foreign matter that has flowed in is discharged in a manner that flows away from the discharge port or the like due to its operation. This reduces the possibility of valve malfunction. In view of this, it has been proposed to configure the fail-safe valve so that the valve element can be switched to the failure side position other than at the time of failure.

  For example, this is a fail-safe valve provided in a hydraulic control device for an automatic transmission for a vehicle described in Patent Document 1. According to Patent Document 1, the spool valve element is urged to the normal position by the line hydraulic pressure adjusted based on the hydraulic pressure generated by driving the oil pump by an engine or the like, and the pressing direction by the line hydraulic pressure The fail-safe valve is configured so that the spool valve element is urged to the failure side position by the spring that acts on the valve, and when the ignition is turned off so that the engine does not operate, the line oil pressure is interrupted and the spool valve element is attached to the failure side position. By switching the valve element to the position on the failure side other than at the time of failure, the accumulation of minute foreign matter can be suppressed and the possibility of the valve stick of the fail-safe valve can be reduced. Techniques that can prevent this are disclosed.

JP 2004-36670 A

  By the way, downsizing and cost reduction of in-vehicle devices are becoming more and more important issues in recent years, and the hydraulic control device is also required to reduce the number of components in each component for downsizing and cost reduction. However, in Patent Document 1, a dedicated spring for biasing the spool valve element to the failure side position is provided in the fail safe valve in order to prevent the failure of the fail safe valve from occurring at the time of failure. The corresponding space and cost were necessary.

  The present invention has been made against the background of the above circumstances, and the object of the present invention is to achieve any one of a plurality of shift stages of an automatic transmission at a normal time. In a hydraulic control device for an automatic transmission for a vehicle having a fail-safe valve that switches a valve element from a normal position to a fault position when operating hydraulic pressure that is not supplied at the same time is simultaneously supplied by an electromagnetic valve device, It is to reduce the number of parts while suppressing the failure of the fail-safe valve at the time of failure.

  In order to achieve this object, the gist of the invention according to claim 1 is that (a) a hydraulic pressure is selectively applied to a plurality of hydraulic friction engagement devices in order to achieve a plurality of shift stages of an automatic transmission. The solenoid valve device that supplies the hydraulic pressure and the hydraulic valve device that simultaneously supplies the hydraulic pressure that is not supplied at the normal time when achieving any one of the plurality of gear speeds are simultaneously supplied by the solenoid valve device. In the event of a failure, from the normal side position to the failure side position so as to cut off the supply of the operating hydraulic pressure to other hydraulic friction engagement devices other than the predetermined hydraulic friction engagement device for achieving a predetermined shift speed. A vehicle having a fail-safe valve that can switch a valve element, and a manual valve that outputs forward travel hydraulic pressure in accordance with the operation of the shift operation member to the forward travel position and outputs reverse travel hydraulic pressure in accordance with the operation of the reverse travel position. Automatic change (B) The fail-safe valve is to be switched to the failure side position based on generation of the reverse travel hydraulic pressure.

  In this way, the hydraulic pressure is simultaneously supplied by the solenoid valve device that is not supplied at the same time as normal when achieving any one of the plurality of shift stages of the automatic transmission. The fail-safe valve that switches the valve element from the normal position to the failed position in the event of a failure is switched to the failed position during reverse travel when the reverse travel hydraulic pressure is generated. Therefore, the possibility of the valve stick of the fail-safe valve can be reduced, and the occurrence of malfunction of the fail-safe valve at the time of actual failure can be suppressed. Further, in order to suppress the malfunction of the fail-safe valve, a part for switching the valve element to the failure position, for example, a spring or the like is not provided in the fail-safe valve. Since the valve element is switched to the failure position using the reverse traveling hydraulic pressure generated in the above, the number of parts can be reduced while maintaining a highly reliable fail-safe function that suppresses malfunction.

Here, in the hydraulic control device for a vehicular automatic transmission according to 請 Motomeko 1, the fail-safe valve has a first for the reverse travel hydraulic In the failure-side position to achieve the reverse traveling gear It is allowed to be supplied to the hydraulic friction engagement device. In this way, when the valve is switched to the failure position due to the generation of the reverse travel hydraulic pressure, the first hydraulic friction engagement device is engaged by the reverse travel hydraulic pressure, and the reverse travel gear stage is Can be achieved.

2. The hydraulic control device for an automatic transmission for a vehicle according to claim 1 , wherein the electromagnetic valve device includes a first electromagnetic pressure regulating valve that supplies operating hydraulic pressure to the first hydraulic friction engagement device, and the fail safe. A signal pressure generating device that temporarily generates a signal pressure for urging the valve to the normal position in response to an operation to the reverse travel position of the shift operation member, and the fail-safe valve includes: The operating hydraulic pressure from the first electromagnetic pressure regulating valve is allowed to be supplied to the first hydraulic friction engagement device in the normal position, and the failure side position is determined based on the generation of the reverse travel hydraulic pressure. When switching to, the normal position is maintained based on the signal pressure temporarily generated by the signal pressure generator. In this way, while the valve element is temporarily maintained at the normal position by the signal pressure by the signal pressure generating device before the valve element is switched to the failure position by the generation of the backward traveling hydraulic pressure, Since the first hydraulic friction engagement device is smoothly engaged at a predetermined engagement speed by the control pressure of the electromagnetic pressure regulating valve, the reverse traveling hydraulic pressure is directly supplied and the first hydraulic friction engagement device is Compared to being engaged, the reverse gear can be achieved so that the engagement shock is suppressed. As described above, this fail-safe valve has a function of a switching valve for switching between the control pressure and the reverse traveling hydraulic pressure when the reverse traveling gear is achieved, so that such a switching valve is separate from the fail safe valve. Compared with being provided, the number of components of the hydraulic control device can be reduced, so that the size and weight and cost can be reduced.

  Further, even if the engagement torque capacity required for reverse travel in the first hydraulic frictional engagement device is larger than the engagement torque capacity required for forward travel, the reverse travel is eventually achieved during reverse travel. Since the first hydraulic friction engagement device is engaged by the traveling hydraulic pressure, the first hydraulic friction engagement device is engaged by the output hydraulic pressure of the first electromagnetic pressure regulating valve in order to achieve the forward traveling gear stage. In this case, a small first electromagnetic pressure regulating valve having a relatively small output hydraulic pressure matched to the engagement torque capacity required during forward traveling can be obtained. Therefore, it becomes more effective that the fail-safe valve has a switching valve function for switching between the control pressure and the reverse travel hydraulic pressure when the reverse travel gear is achieved.

Further, in the hydraulic control device for an automatic transmission for a vehicle according to claim 1 , when the signal pressure is temporarily generated by the signal pressure generating device, the hydraulic pressure from the first electromagnetic pressure regulating valve exceeds a predetermined value. It continues until it increases. In this way, the switching shock at the time of switching from the control pressure supplied to the first hydraulic friction engagement device to the reverse travel hydraulic pressure is suppressed.

According to a second aspect of the present invention, in the hydraulic control device for an automatic transmission for a vehicle according to the first aspect , the fail-safe valve includes a spool valve element and a thrust toward the normal position of the spool valve element. An urging member for imparting the oil pressure, an oil chamber for receiving the forward travel hydraulic pressure for urging the spool valve element to the normal position, and the urging member for urging the spool valve element to the normal position. An oil chamber that receives signal pressure, a plurality of oil chambers that receive operating hydraulic pressure that is not supplied at the same time in order to urge the spool valve element to the failure side position, and a failure of the spool valve element And an oil chamber for receiving the reverse travel hydraulic pressure for biasing to the side position. In this way, the fail-safe valve maintains the valve element in the normal position based on the thrust of the biasing member even when neither the forward travel hydraulic pressure nor the reverse travel hydraulic pressure is output. When traveling backward, which is the generation of hydraulic pressure for reverse travel, the position is switched to the fault side position, and before the valve element is switched to the fault side position due to generation of the backward travel hydraulic pressure, the signal pressure generated by the signal pressure generator is used. While the valve element is temporarily maintained at the normal position, the first hydraulic friction engagement device is smoothly engaged at a predetermined engagement speed by the control pressure of the first electromagnetic pressure regulating valve. Accumulation is suppressed, the possibility of valve stick of the fail-safe valve can be reduced, and malfunction of the fail-safe valve can be prevented from occurring in the event of an actual failure, and reverse travel Hydraulic pressure compared to the first hydraulic frictional engagement device is directly supplied engaged, the reverse traveling gear can be achieved as engagement shock is suppressed.

  In this way, this fail-safe valve can be used in a normal manner without providing the fail-safe valve with a part such as a spring for switching the valve element to the failure position exclusively to suppress malfunction of the fail-safe valve. For example, the valve travel is switched to the failure position using the reverse travel hydraulic pressure generated during the reverse travel, which is naturally performed, and the switching for switching the control pressure and the reverse travel hydraulic pressure when the reverse travel gear stage is achieved. Since it has a valve function, it is possible to reduce the number of parts while maintaining a highly reliable fail-safe function that suppresses malfunctions in the event of an actual failure, and such a switching valve is a fail-safe valve. In contrast to the provision of a separate component, the number of components of the hydraulic control device can be reduced, thereby reducing the size, weight, and cost.

  Here, it is preferable that the automatic transmission is a planetary gear type multi-stage transmission in which gear stages are switched by selectively connecting rotating elements of a plurality of planetary gear apparatuses by a hydraulic friction engagement device. These are constituted by various types of automatic transmissions that perform gear shifting by selectively engaging and releasing a plurality of hydraulic friction engagement devices.

  In addition, the mounting posture of the automatic transmission with respect to the vehicle may be a horizontal type such as an FF (front engine / front drive) vehicle in which the transmission axis is in the width direction of the vehicle. A vertical installation type such as an FR (front engine / rear drive) vehicle may be used.

  Further, the planetary gear type multi-stage transmission may be any one that can achieve a plurality of gear stages alternatively. For example, the planetary gear type multi-stage transmission includes various forward speeds such as 5 forward speeds, 6 forward speeds, 7 forward speeds, and 8 forward speeds. A multi-stage automatic transmission can be used.

  Preferably, as the hydraulic friction engagement device, a multi-plate type, single plate type clutch or brake engaged by a hydraulic actuator, or a belt type brake is widely used. The hydraulic pump, that is, the oil pump that supplies the hydraulic pressure for engaging the hydraulic friction engagement device is rotated by a driving power source such as an engine or an electric motor that uses an internal combustion engine such as a gasoline engine or a diesel engine. It may be driven to output hydraulic pressure, that is, discharge hydraulic oil, but in addition or alternatively, it may be rotationally driven by an electric motor or the like disposed separately from the driving power source.

  Preferably, the hydraulic control device including the hydraulic friction engagement device includes, for example, a plurality of electromagnetic pressure regulating valves, that is, linear solenoid valves, as the electromagnetic valve device, and the output hydraulic pressure of the linear solenoid valve is directly hydraulic. Although it is desirable in terms of responsiveness to supply each to the hydraulic actuator (hydraulic cylinder) of the friction engagement device, instead, each shift control valve corresponding to each linear solenoid valve is provided, and the output hydraulic pressure of the linear solenoid valve is adjusted. By using it as a pilot hydraulic pressure, it is possible to control the hydraulic oil to be supplied from the shift control valve to the hydraulic actuator. When only such a pilot pressure is output, the amount of control output oil of the linear solenoid valve is small, so that the linear solenoid valve is compared with the case where the output hydraulic pressure is directly supplied to the hydraulic friction engagement device. Small size is acceptable.

  Preferably, the plurality of linear solenoid valves are provided, for example, one by one corresponding to each of the plurality of hydraulic friction engagement devices. In the case where there are a plurality of hydraulic friction engagement devices that do not have the same, various modes are possible, such as providing a common linear solenoid valve for them. In addition, it is not always necessary to perform the hydraulic control of all the hydraulic friction engagement devices with the linear solenoid valve. Some or all of the hydraulic control may be pressure control means other than the linear solenoid valve, such as duty control of the ON-OFF solenoid valve. You can go there.

  In this specification, “supplying hydraulic pressure” means “applying hydraulic pressure” or “supplying hydraulic oil controlled to the hydraulic pressure”.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a skeleton diagram illustrating the configuration of a vehicular automatic transmission (hereinafter referred to as an automatic transmission) 10 to which the present invention is applied. FIG. 2 is an engagement operation table for explaining the operation state of the friction engagement element, that is, the friction engagement device when a plurality of shift speeds are established. The automatic transmission 10 is preferably used for an FF vehicle mounted in the left-right direction (horizontal) of the vehicle, and is a single pinion type first in a transmission case 26 as a non-rotating member attached to the vehicle body. A first transmission 14 configured mainly with one planetary gear device 12, a Ravigneaux type configured mainly with a double pinion type second planetary gear device 16 and a single pinion type third planetary gear device 18. The second transmission unit 20 is provided on a coaxial line (on the common axis C), and the rotation of the input shaft 22 is shifted and output from the output rotation member 24. The input shaft 22 corresponds to an input member. In this embodiment, the input shaft 22 is a turbine shaft of a torque converter 32 as a fluid transmission device that is rotationally driven by an engine 30 that is a power source for traveling. The output rotating member 24 corresponds to an output member of the automatic transmission 10, and an output gear meshing with a differential driven gear (large diameter gear) 36 for transmitting power to the differential gear device 34 shown in FIG. That is, it functions as a differential drive gear. The output of the engine 30 is transmitted to the pair of drive wheels 40 via the torque converter 32, the automatic transmission 10, the differential gear unit 34, and the pair of axles 38. The automatic transmission 10 and the torque converter 32 are substantially symmetrical with respect to the center line (axial center) C, and the lower half of the center line C is omitted in the skeleton diagram of FIG. .

  The automatic transmission 10 corresponds to a combination of any one of the rotational states (sun gears S1 to S3, carriers CA1 to CA3, ring gears R1 to R3) of the first transmission unit 14 and the second transmission unit 20 according to the combination. Six forward shift stages (forward gear stage, forward travel gear stage) from the first gear stage (first gear stage) “1st” to the sixth gear stage (sixth gear stage) “6th” are established. At the same time, one reverse gear stage of the reverse gear stage (reverse gear stage, reverse drive gear stage) “R” is established. As shown in FIG. 2, for example, in the forward gear stage, the first speed gear stage is engaged by the engagement of the clutch C1 and the brake B2, and the second speed gear stage is engaged by the engagement of the clutch C1 and the brake B1, and the clutch C1 is engaged. The third gear is set by engagement with the brake B3, the fourth gear is set by engagement of the clutch C1 and the clutch C2, and the fifth gear is set by engagement of the clutch C2 and the brake B3. The sixth gear is established by engaging the brake B1. Further, the reverse gear stage is established by the engagement of the brake B2 and the brake B3, and the neutral state is established by releasing any of the clutches C1, C2 and the brakes B1 to B3.

  The engagement operation table of FIG. 2 summarizes the relationship between the above-described shift speeds and the operation states of the clutches C1 and C2 and the brakes B1 to B3, and “◯” represents engagement. Further, the gear ratios of the respective gear stages are the gear ratios of the first planetary gear device 12, the second planetary gear device 16, and the third planetary gear device 18 (= number of teeth of the sun gear / number of teeth of the ring gear) ρ1, ρ2. , Ρ3 as appropriate.

  The clutches C1 and C2 and the brakes B1 to B3 (hereinafter simply referred to as clutches C and brakes B unless otherwise distinguished) are hydraulic friction engagement devices that are controlled by hydraulic actuators such as multi-plate clutches and brakes. Engagement / release by linear solenoid valves SLC1, SLC2, SLB1, SLB2, SLB3 as electromagnetic valve devices in the hydraulic control circuit 100 (see FIG. 3) as a hydraulic control device by excitation, de-excitation and current control The state is switched and the transient hydraulic pressure at the time of engagement and release is controlled.

  FIG. 3 is a block diagram illustrating a main part of an electrical control system provided in the vehicle for controlling the automatic transmission 10 of FIG. The electronic control unit 90 includes, for example, a so-called microcomputer having a CPU, a RAM, a ROM, an input / output interface, and the like. The CPU uses a temporary storage function of the RAM and follows a program stored in the ROM in advance. By performing signal processing, output control of the engine 30, shift control of the automatic transmission 10 and the like are executed, and for engine control and linear solenoid valves SLC1, SLC2, SLB1, SLB2, SLB3 as required. It is configured separately for shift control for controlling the gear.

3, an accelerator operation amount sensor 52 for detecting an operation amount Acc of an accelerator pedal 50, known as a so-called accelerator opening, engine rotational speed sensor 58 for detecting the rotational speed N _E of the engine 30, the engine 30 an intake air quantity sensor 60 for detecting an intake air amount Q, a throttle valve opening sensor for detecting an intake air temperature sensor 62 for detecting the temperature T _a, the opening theta _TH of an electronic throttle valve of the intake air 64, the cooling water temperature sensor 68 for detecting a vehicle speed sensor 66, cooling water temperature T _W of the engine 30 for detecting a vehicle speed V (corresponding to the rotational speed N _OUT of the output rotating member 24), a foot brake pedal is a service brake The brake switch 70 for detecting the presence / absence of operation 69, and the lever position of the shift lever 72 as a shift operation member Distribution (operation position) the lever position sensor 74 for detecting a P _SH, the turbine rotational speed sensor 76 for detecting the rotational speed N _IN of the turbine rotational speed N _T or input shaft 22, the hydraulic oil in the hydraulic control circuit 100 An AT oil temperature sensor 78 for detecting an AT oil temperature T _OIL , which is the temperature of the engine, is provided. From these sensors and switches, the accelerator operation amount (accelerator opening) Acc, the engine speed N _E , Intake air amount Q, intake air temperature T _A , throttle valve opening θ _TH , vehicle speed V, output rotation speed N _OUT , engine coolant temperature T _W , presence / absence of brake operation, lever position P _SH of shift lever 72, turbine rotation speed N _T (= input shaft rotational speed _N IN), such that the signal representative of such AT oil temperature _{T oIL} is supplied to the electronic control unit 90 Going on.

Further, the electronic control unit 90 outputs an engine output control command signal S _E for controlling the output of the engine 30, for example, a signal for driving a throttle actuator for controlling the opening / closing of the electronic throttle valve according to the accelerator operation amount Acc, An injection signal for controlling the amount of fuel injected from the fuel injection device, an ignition timing signal for controlling the ignition timing of the engine 30 by the ignition device, and the like are output. Further, a shift control command signal S _P for shift control of the automatic transmission 10, for example, linear solenoid valves SLC 1, SLC 2, SLB 1, SLB 2, SLB 3 in the hydraulic control circuit 100 for switching the shift stage of the automatic transmission 10 is set. such as a signal for driving a linear solenoid valve SLT as an electromagnetic valve device for controlling the control signal and the line pressure P _L is output.

  More specifically, the electronic control unit 90 uses the vehicle speed V and the accelerator operation amount Acc as shown in FIG. 4 as variables to store the actual vehicle speed V based on the relationship (map, shift diagram) stored in advance. Then, based on the accelerator operation amount Acc, it is determined whether or not the shift of the automatic transmission 10 should be executed. For example, the shift stage to be shifted of the automatic transmission 10 is determined, and the automatic shift is performed so that the determined shift stage is obtained. Shift control means for executing automatic shift control of the transmission 10 is functionally provided. At this time, the electronic control unit 90 engages and / or releases the hydraulic friction engagement device involved in the shift of the automatic transmission 10 so that the shift stage is achieved according to, for example, the engagement operation table shown in FIG. Command (shift output, hydraulic command), that is, the hydraulic pressure supplied to the hydraulic actuator of the hydraulic friction engagement device by exciting or de-energizing the linear solenoid valves SLC1, SLC2, SLB1, SLB2, and SLB3 in the hydraulic control circuit 100, respectively. Commands for controlling pressure regulation are output to the hydraulic control circuit 100.

  The shift lever 72 is a shift switching device for switching the power transmission state in the automatic transmission 10, and is disposed, for example, in the vicinity of the driver's seat, and has four lever positions “P (parking)” and “R (reverse). ) ”,“ N (Neutral) ”, and“ D (Drive) ”(see FIG. 5).

  The “P” position (range) releases the power transmission path in the automatic transmission 10, that is, enters a neutral state (neutral state) in which the power transmission in the automatic transmission 10 is interrupted, and mechanically rotates the output by the mechanical parking mechanism. The parking position (position) for preventing (locking) the rotation of the member 24, and the “R” position is a reverse traveling position (position) for reversing the rotation direction of the output rotating member 24; The "" position is a neutral position (position) for neutralizing power transmission in the automatic transmission 10, and the "D" position is the first through sixth gear stages of the automatic transmission 10. The automatic transmission mode is established within the shift range that allows the first shift, and all the forward gears from the first speed gear stage “1st” to the sixth speed gear stage “6th” are used. A forward drive position to perform a shift control (position).

  FIG. 5 is a circuit diagram for explaining the main configuration of the hydraulic control circuit 100 for controlling the engagement and disengagement of the clutches C1 and C2 and the brakes B1 to B3 mainly for controlling the shift of the automatic transmission 10. It is.

In FIG. 5, the hydraulic control circuit 100 is configured so that the line hydraulic pressure P _L1 (first line hydraulic pressure P) is based on the hydraulic pressure output (generated) from the mechanical oil pump 28 (see FIG. 1) that is rotationally driven by the engine 30. _L1 ) is regulated by a primary regulator valve (first pressure regulating valve) 102, and the line hydraulic pressure P _L2 (based on the hydraulic pressure discharged from the first pressure regulating valve 102 for regulating the line hydraulic pressure P _L1 by the first pressure regulating valve 102. the second line pressure _{P L2,} a secondary regulator valve (second pressure regulating valve for pressurizing regulating the secondary pressure _{P L2))} 104, a modulator valve 106 for pressurizing regulates the modulator pressure _{P M} to a constant value based on the line pressure _{P L1,} engine load, etc. To the first pressure regulating valve 102 and the second pressure regulating valve 104 in order to regulate the line oil pressures P _L1 and P _L2 according to Modulator pressure P _M linear solenoid valve SLT supplies a signal pressure P _SLT based on, and the input port 108 with the line pressure P _L1 is input via a cable or link of the shift lever 72 is mechanically coupled operation depending on i.e. conjunction with the output line pressure P _L1 in accordance with the operation of the shift lever 72 to the "D" position from an output port 110 as the forward traveling hydraulic ie D range pressure P _D by the valve member is switched or includes a manual valve i.e. the manual valve 114 or the like is output from the output port 112 of the line pressure _{P L1} as reverse travel hydraulic ie reverse pressure _{P R} according to an operation to the "R" position, the line pressure _{P L1, P L2,} modulator hydraulic _P M, D range pressure _{P D,} and Li Over scan supplying pressure _{P R} the linear solenoid valve SLC1 to each unit hydraulic control circuit 100 for example of the hydraulic control circuit 100 comprises, SLC2, SLB1, SLB2, SLB3 the like.

These line hydraulic pressure P _{L1, P L2,} modulator pressure P _M are both a hydraulic pressure based on the hydraulic pressure outputted from the oil pump 28, as the original pressure does not change in relation to the valve position of the manual valve 114. In other words, the original pressure is a hydraulic pressure supplied to each part in the hydraulic control circuit 100 without passing through (passing through) the manual valve 114. That is, the original pressure is a pressure regulation value regulated by the first pressure regulation valve 102, the second pressure regulation valve 104, and the modulator valve 106, and the hydraulic pressure supplied directly to each part in the hydraulic pressure control circuit 100. It is.

Also, the linear solenoid valve SLC1 is to supply directly hydraulic pressure (control pressure _{P SLC1)} to the clutch C1 on the basis of the D range pressure _{P D,} the linear solenoid valve SLC2 is to the clutch C2 on the basis of the D range pressure _{P D} so as to supply the hydraulic pressure (control pressure _{P SLC2)} directly, the linear solenoid valve SLB1 is to supply the hydraulic pressure (control pressure _{P SLB1)} directly to the brake B1 based on the D-range pressure _{P D,} the linear solenoid valve SLB2 the D range pressure _P based on the _D via the shuttle valve 116 to be described later to the brake B2 so as to supply the hydraulic pressure (control pressure _{P SLB2),} and the linear solenoid valve SLB3 brake B3 based on the line hydraulic pressure _{P L1} the hydraulic pressure (control pressure _{P SLB3)} via the fail-safe valve 120 to be described later to Oil passage is configured to supply, to control the operation of the engagement independently clutches C and brakes B and release.

  These linear solenoid valves SLC1, SLC2, SLB1, SLB2, and SLB3 are basically electromagnetic pressure regulating valves having the same configuration, and the excitation state and the non-excitation state are independently controlled by the electronic control unit 90. (ON state) is in an open state and outputs hydraulic pressure, and in a non-excited state (OFF state), it is in a closed state and does not output hydraulic pressure, and is a normally closed type (normally closed type, N / C type) linear It is a solenoid valve (electromagnetic pressure regulating valve).

The hydraulic control circuit 100 includes a shuttle valve 116 connected to the brake B2, and outputs either supplied hydraulic pressure of the control pressure _{P SLB2} and reverse pressure _{P R} of the linear solenoid valve SLB2 to the brake B2.

  In addition, the hydraulic control circuit 100 may cause any one of the first to sixth gears due to the occurrence of an on-failure of the linear solenoid valve that outputs hydraulic pressure even in a non-excited state for some reason. A predetermined hydraulic system for achieving a predetermined shift stage in the event of failure in which the control pressure of the linear solenoid valve that is not supplied at the same time is normally supplied when the shift stage is achieved. It has a fail-safe function for cutting off the supply of control pressure to other hydraulic friction engagement devices other than the friction engagement device. Hereinafter, this fail-safe function provided in the hydraulic control circuit 100 will be described in detail.

As shown in the engagement operation table of FIG. 2, the hydraulic control circuit 100 is supplied with the control pressure P _SLC1 , the control pressure P _SLC2 , and the control pressure P _SLB3 that are not supplied at the same time under normal conditions. To a brake B3 as a hydraulic friction engagement device other than the clutch C1 and the clutch C2 as a predetermined hydraulic friction engagement device for achieving the fourth gear as a predetermined shift speed at the time of a serious failure A fail-safe valve, that is, a fail-safe valve 120 in which the valve element is switched from the normal side position to the failure side position so as to establish the fourth gear as a fail-safe gear stage by cutting off the supply of the control pressure _PSLB3 "R of the hydraulic pressure (signal pressure _{P SLS)} a shift lever 72 for urging the fail-safe valve 120 to the normal-side position based on the hydraulic pressure _{P L1} Normally closed (normally closed, N / C type) as a signal pressure generating device for temporarily generated in response to the operation to the position and a ON-OFF solenoid valve SLS for.

Here, the brake B3 is a hydraulic friction engagement device in which the supply of the control pressure _PSLB3 is interrupted when a failure occurs when the shift lever 72 is in the “D” position, and the brake B3 is the first for achieving the reverse gear stage. 1 is a hydraulic friction engagement device. The linear solenoid valve SLB3 is a first electromagnetic pressure regulating valve that supplies the control pressure _PSLB3 to the brake B3 exclusively through the failsafe valve 120.

The fail-safe valve 120 is provided on the spool valve element 122 and one shaft end side of the spool valve element 122 and applies a thrust toward the normal position to the spool valve element 122, that is, the spool valve element 122 is moved to the normal position. One of the spool valve element 122 and a spring 124 that is an urging member for urging, an oil chamber 126 that accommodates the spring 124 and receives the signal pressure P _SLS to urge the spool valve element 122 to the normal position, and A plunger 128 which is provided on the shaft end side of the spool valve element 122 and abuts against the spool valve element 122; and a plunger 128 provided on one shaft end side of the spool valve element 122 together with the plunger 128 to urge the spool valve element 122 to a normal position. an oil chamber 130 for receiving a range pressure P _D, the other provided at the shaft end spool valve element 122 of the spool 122 failure An oil chamber 132 that receives the control pressure P _SLC1 to biased into position, the control pressure P for urging the other is provided near the shaft end spool valve element 122 of the spool 122 to the fault-side position _A diameter difference portion 134 that receives _SLC2, that is, an oil chamber 135, and a diameter difference portion 136 that is provided near the center of the spool valve element 122 in the axial direction and that receives the control pressure _PSLB3 to urge the spool valve element 122 to the failure side position. That is, the oil chamber 137, the plunger 138 provided on the other shaft end side of the spool valve element 122, and the spool valve element 122 together with the plunger 138 provided on the other shaft end side of the spool valve element 122. and an oil chamber 140 for receiving a reverse pressure P _R to bias the 122 to the fault-side position.

In the fail-safe valve 120 configured in this way, when the shift lever 72 is in the “P” position or the “N” position, or when the ignition is off so that the engine 30 does not operate and the oil pump 28 is not rotated. In some cases, the spool valve element 122 is switched to the normal position together with the plunger 138 by the thrust of the spring 124, and the normal position is maintained. Thus, the valve member is maintained in a normal-side position even when none of the D range pressure P _D and the reverse pressure P _R is not output.

Further, when the control pressure _{P SLC1} shift lever 72 is "D" position, the control pressure _{P SLC2,} and the control pressure _{P SLB3} is normal is not supplied at the same time, the thrust of the D range pressure _{P D} and the spring 124 As a result, the spool valve element 122 is switched to the normal position together with the plunger 128 and the plunger 138, and the input port 142 to which the control pressure _PSLB3 is input and the supply port 144 connected to the oil passage to the brake B3 are communicated with each other. .

That, fail-safe valve 120, together with the normal-side position, based on success in thrust and D range pressure P _D of the spring 124 during forward travel is a time of occurrence of the D range pressure P _D is maintained, its normal The control pressure P _SLB3 is allowed to be supplied to the brake B3 at the side position. Thus, the third speed gear stage and the fifth speed gear stage, which are the requirements for establishing the engagement of the brake B3 at the “D” position of the shift lever 72, can be achieved.

When the shift lever 72 is in the “D” position and the control pressure P _SLC1 , the control pressure P _SLC2 , and the control pressure P _SLB3 are simultaneously supplied, the control pressure P _SLC1 and the control pressure P _{SLC2 are detected.} , And the control pressure P _SLB3 , the spool valve element 122 is switched to the failure side position, and the oil path from the input port 142 to the supply port 144 is blocked.

That is, the fail-safe valve 120 is switched to the failure side position based on the generation of the control pressure P _SLC1 , the control pressure P _SLC2 , and the control pressure P _SLB3 at the time of failure, and the control pressure P to the brake B3 at the failure side position. _Shut off the supply of _SLB3 . Thereby, the interlock of the automatic transmission 10 due to the engagement of the clutch C1, the clutch C2, and the brake B3 is avoided, and the control that is directly supplied from the linear solenoid valve SLC1 and the linear solenoid valve SLC2, respectively. Only the clutch C1 and the clutch C2 are engaged by the pressure P _SLC1 and the control pressure P _SLC2, and the fourth speed gear stage is established as the fail-safe gear stage at the time of failure.

Further, when the shift lever 72 is operated to the "R" position, the reverse pressure is switched spool 122 to the fault-side position by P _R, reverse pressure P input ports _{146 R} is input and the brake B3 A supply port 144 connected to the oil path to the is connected.

That, fail-safe valve 120, together with the time of reverse travel is the occurrence of reverse pressure P _R is switched on the basis of the occurrence of the reverse pressure P _R to the fault-side position, a reverse pressure P _R in the fault-side position Is allowed to be supplied to the brake B3. Thereby, the reverse gear stage in which the engagement of the brake B3 is a requirement for establishment at the “R” position of the shift lever 72 can be achieved.

Further, the fail safe valve 120 is provided with a part for switching the valve element to the failure position, for example, a spring, in the fail safe valve so that the minute foreign matters mixed in the hydraulic oil can be discharged and the accumulation thereof is suppressed. without is switched to the failure-side position without a failure by reverse pressure P _R.

Further, the engagement torque capacity required for forward travel is such that the linear solenoid valve SLB3 can be reduced in size in accordance with the engagement torque capacity required for forward travel in the same manner as the other linear solenoid valves SLC1, SLC2, SLB1, and SLB2. large engagement torque capacity than is at the time of reverse running necessary, the brake B3 is engaged by a reverse pressure P _R as a large hydraulic compares the line pressure P _L to the control pressure P _SLB3 to source pressure to.

Incidentally, when the fail-safe valve 120 the shift lever 72 is operated to the "R" position is switched to the failure-side position based on the reverse pressure P _R, i.e. when N → R operation, the brake B2 and the brake B3 relatively large when the reverse pressure P _R is supplied engagement shock may occur. Therefore, when the N → R operation, before the brake B3 is engaged by a reverse pressure P _R is switched to the failure-side position based on the reverse pressure P _R, normal temporarily spool 122 The control pressure _PSLB3 determined in advance is supplied to the brake B3 so that the engagement shock during the N → R operation is suppressed at the normal position.

Specifically, N → when R operation, the control pressure P _SLB3 large reverse pressure P _R than is directly supplied as compared to the brake B3 is engaged, the engagement shock suppressed As shown, the fail-safe valve 120 is maintained at the normal position based on the signal pressure P _SLS that is temporarily generated by the ON-OFF solenoid valve SLS according to the excitation control command of the electronic control unit 90, and this normal While being maintained at the side position, the control pressure _PSLB3 according to the pressure regulation control command of the electronic control unit 90 is supplied from the input port 142 to the brake B3 via the supply port 144, and the brake B3 is smoothly applied at a predetermined engagement speed. To be engaged. Thus, fail-safe valve 120 has a function of switching valve for switching between control pressure P _SLB3 when reverse gear achieved and the reverse pressure P _R. Further, the fail-safe valve 120, the normal-side position is also the N → R control pressure side position control pressure P _SLB3 is supplied to the brake B3, the fault-side position direct compression side position reverse pressure P _R is supplied to the brake B3 But there is.

Incidentally, the occurrence of the transient signal pressure P _SLS, as switching shock upon switching from the control pressure P _SLB3 supplied to the brake B3 to the reverse pressure P _R can be suppressed, a prescribed predetermined time Is continued or until the pressure increases to a predetermined engagement pressure (control pressure P _SLB3 ) or higher.

As described above, according to the present embodiment, the control pressure that is not supplied at the same time when it is normal when achieving any one of the first gear to the sixth gear. In the event of a failure in which P _SLC1 , control pressure P _SLC2 , and control pressure P _SLB3 are supplied simultaneously, the supply of the control pressure P _SLB3 to the brake B3 is cut off to establish the fourth speed gear stage as a fail-safe gear stage fail-safe valve 120 valve body is switched to the failure-side position from the normal side position such that, during reverse travel is the occurrence of reverse pressure P _R is switched to the failure-side position on the basis of the reverse pressure P _R Therefore, the accumulation of minute foreign matters mixed in the hydraulic oil is suppressed, and the possibility of the valve stick of the failsafe valve 120 can be reduced. It is possible to prevent the malfunction of the probe 120 occurs. In addition, without providing a part for switching the valve element to the failure position, for example, a spring, for the purpose of suppressing the malfunction of the failsafe valve 120, for example, in the case of normal use, the reverse travel is performed without providing a spring. since the entire valve by spool 122 is moved together with the plunger 128 and the plunger 138 is switched to the failure position using the reverse pressure P _R that is generated in the high fail safe function of reliability malfunction is suppressed The number of parts is reduced while holding.

Further, according to this embodiment, the fail-safe valve 120 includes a spring 124 for biasing the valve element to the normal-side position, when not output any of the D range pressure P _D and the reverse pressure P _R for example, "P" or because the normal side position is maintained based on the thrust of the spring 124 at the time of the "N" position or when the ignition is turned off, the normal side valve element even when none of the D range pressure P _D and the reverse pressure P _R is not output It is possible to maintain the position.

Further, according to this embodiment, the fail safe valve 120, since the reverse pressure P _R to allow it to be supplied to the brake B3 in the fault-side position, the shift lever 72 in the "R" position of the reverse pressure P _R reverse gear brake B3 is engaged can be achieved by the reverse pressure P _R when the valve member is switched to the failure-side position by generation.

In addition, according to the present embodiment, the fail-safe valve 120 allows the control pressure P _SLB3 to be supplied to the brake B3 at the normal position, and the reverse pressure P during the N → R operation. is switched based on the occurrence of _R to the fault-side position by the reverse pressure P _R before the brake B3 is engaged, temporarily normal side position by the signal pressure P _SLS by the oN-OFF solenoid valve SLS is maintained during are, because the brake B3 is engaged smoothly engaged at a predetermined engaging speed by the control pressure P _SLB3, compared to the brake B3 is engaged the reverse pressure P _R is supplied directly, engaged The reverse gear can be achieved so that the combined shock is suppressed. Thus, fail-safe valve 120, since it has the function of a switching valve for switching between control pressure P _SLB3 and reverse pressure P _R when the reverse gear achieved, such switching valve is fail-safe valve Compared with being provided separately from 120, the number of components of the hydraulic control circuit 100 can be reduced, so that downsizing, weight and cost can be reduced.

Specifically, the fail-safe valve 120, a fail-safe valve A provided with a dedicated spring for switching the valve element to the failure position to suppress malfunction, and the control pressure P _SLB3 provided separately from the fail-safe valve A and shows a comparison between the switching valve B for switching between a reverse pressure P _R as follows. First, in the fail-safe valve 120, there is one spool valve element, that is, a valve assembly hole, two plungers, one spring (for valve positioning), one sleeve and one plug. There is only one stopper key, and there is only one signal pressure generator such as an ON-OFF solenoid valve. On the other hand, in the fail-safe valve A and the switching valve B, for example, there are two spool valve elements, that is, valve assembly holes, one plunger, and three springs (two for valve positioning and one for fault position switching). There are two sleeves and plugs, two stopper keys, and one signal pressure generator such as an ON-OFF solenoid valve. In this way, compared with the case where the fail-safe valve A is provided with a dedicated spring or the switching valve B, the valves A and B are integrated into one, and the failure position switching spring is not required. In addition, by reducing the number of components of the hydraulic control circuit 100, it is possible to reduce the size, weight, and cost.

Further, even if the engagement torque capacity required for reverse travel in the brake B3 is large compared to the engagement torque capacity required for forward running, the braking by the reverse pressure P _R at the time of reverse running is finally B3 since There are engaged, when engaged by the control pressure _{P SLB3} to achieve the brake B3 third speed gear position or fifth gear, the linear solenoid valves SLC1, SLC2, SLB1, SLB2 and Similarly, a small linear solenoid valve SLB3 having a relatively small output hydraulic pressure that matches the engagement torque capacity required for forward travel can be obtained. Therefore, to have a function of switching valves for fail-safe valve 120 switches the control pressure P _SLB3 and reverse pressure P _R when the reverse gear achieve a more effective.

Further, according to the present embodiment, the temporary signal pressure P _SLS is generated by the ON-OFF solenoid valve SLS when a predetermined time elapses or a predetermined engagement pressure (control) is determined. since it is continued until an increase in the pressure P _SLB3) above, switching shock upon the control pressure P _SLB3 supplied to the brake B3 in switching to the reverse pressure P _R can be suppressed.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this invention is applied also in another aspect.

For example, in the fail-safe valve 120 of the above-described embodiment, the valve element is moved from the normal side position to the fault side position at the time of failure in which the hydraulic pressure that is not supplied at the same time is normally supplied by the electromagnetic valve device. be those switched in the range configured to be switched to the failure-side position based on the occurrence of the reverse pressure P _R, it is preferably used various ones other than those shown in the examples.

For example, the spool valve element 122 and the plunger 128 included in the failsafe valve 120 may be integrally formed as the spool valve element S. Even in this case, the spool S is switched to the normal side position by the spring 124 and the D range pressure P _D, the spool S is when operated in the failure-time or "R" position is to the fault-side position Can be switched.

Further, the spool valve element 122 and the plunger 138 included in the fail-safe valve 120 may be integrally formed as a spool valve element S ′. Even in this case, the spool valve element S 'is switched to the normal side position, the spool valve element S is when operated in a fault or when the "R"position' by a spring 124 and D-range pressure P _D is the failure side Switch to position. However, in this case, a diameter difference portion corresponding to the oil chamber 132 is provided in the spool valve element S ′.

  Further, as shown in FIG. 5, the spool valve element 122 and the plunger 138 provided in the fail-safe valve 120 are in contact with the hollow cylindrical plunger 138 by inserting the other shaft end side of the spool valve element 122. The plunger 138 may be formed in a cylindrical shape so that the other shaft end side of the spool valve element 122 abuts without being inserted.

Further, in the above-described embodiment, as the failure time, the control pressure P _SLC1 , the control pressure P _SLC2 , and the control pressure P _SLB3 are exemplified at the time of the failure. However, the failure is not limited to this time but is normal. The present invention can be applied in the case of a failure in which control pressures that are not simultaneously supplied are supplied simultaneously. For example, it may be at the time of failure that the control pressures to which any of the hydraulic friction engagement devices are engaged are supplied at the same time, the control pressure P _SLC1 , the control pressure P _SLC2 , and the control pressure P _{SLB2. May} be provided at the same time, or at the time when the control pressure P _SLC2 and the control pressure P _SLB2 are supplied simultaneously. Various fail-safe valves 120 other than those shown in the embodiments are preferably used as long as the spool valve element 122 can be switched to the failure side position in accordance with these failures.

For example, when the control pressure P _SLC1 , the control pressure P _SLC2 , and the control pressure P _SLB2 are supplied at the same time, the fail-safe valve 120 is controlled by the control pressure P _SLC1 , the control pressure P _SLC2 , and the control pressure P _SLC2 . It is configured to be switched to the failure side position by simultaneous input of the pressure _PSLB2 .

Further, when the failure is such that the control pressure P _SLC2 and the control pressure P _SLB2 are simultaneously supplied, the fail-safe valve 120 is switched to the failure side position by the simultaneous input of the control pressure P _SLC2 and the control pressure P _SLB2. Configured as follows. The fail-safe valve 120 in this case is configured such that, for example, the spool valve element 122 and the plunger 138 are integrally formed and the oil chamber 132 is not provided. In other words, the present invention can be applied even to a fail-safe valve for avoiding an interlock at the time of failure in which two control pressures are supplied simultaneously.

In the above-described embodiment, the signal pressure generator for generating the signal pressure for urging the fail safe valve 120 to the normal position at the “R” position is the ON-OFF solenoid valve SLS. Various types other than those shown in the embodiments may be suitably used as long as the signal pressure can be controlled at the “R” position. For example, the signal pressure generation device may be a linear solenoid valve, the normally open (normally-open, N / O-type) may be a ON-OFF solenoid valve, based on reverse pressure P _R A solenoid valve that generates a signal pressure may be used.

  The above description is only an embodiment, and the present invention can be implemented in variously modified and improved forms based on the knowledge of those skilled in the art.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating a configuration of a vehicle automatic transmission to which the present invention is applied. 2 is a table for explaining an operating state of a friction engagement device when a plurality of shift stages of the automatic transmission of FIG. 1 are established. It is a block diagram explaining the principal part of the electrical control system provided in the vehicle in order to control the automatic transmission etc. of FIG. It is a figure which shows an example of the shift map (map) used by the shift control of the automatic transmission performed by the electronic controller of FIG. It is a circuit diagram explaining the principal part structure which controls the engagement and releasing of the clutch and brake which mainly control the shift of an automatic transmission among hydraulic control circuits.

Explanation of symbols

10: Automatic transmission 72 for vehicle: Shift lever (shift operation member)
100: Hydraulic control circuit (hydraulic control device)
114: Manual valve (manual valve)
120: Fail-safe valve (fail-safe valve)
124: Spring (biasing member)
B3: Brake (first hydraulic friction engagement device)
SLB3: Linear solenoid valve (first electromagnetic pressure regulator)
SLS: ON-OFF solenoid valve (signal pressure generator)

Claims (2)

An electromagnetic valve device that selectively supplies hydraulic pressure to a plurality of hydraulic friction engagement devices to achieve a plurality of shift stages of the automatic transmission, and any one of the plurality of shift stages is achieved. Except for a predetermined hydraulic friction engagement device for achieving a predetermined shift speed in the event of a failure in which the operating hydraulic pressure that is not supplied at the same time is normally supplied by the solenoid valve device at the time of normal operation A forward travel according to the operation of the shift operating member to the forward travel position, and a fail-safe valve in which the valve element is switched from the normal side position to the failure side position so as to cut off the supply of the hydraulic pressure to the hydraulic friction engagement device A hydraulic control device for an automatic transmission for a vehicle, including a manual valve that outputs hydraulic pressure for driving and outputs hydraulic pressure for backward traveling in accordance with an operation to a reverse traveling position,
The fail-safe valve is switched to the failure side position based on the generation of the reverse travel hydraulic pressure, and the reverse travel hydraulic pressure at the fault side position is used to achieve a reverse travel gear stage. 1 It is allowed to be supplied to a hydraulic friction engagement device,
The electromagnetic valve device includes a first electromagnetic pressure regulating valve that supplies hydraulic pressure to the first hydraulic friction engagement device, and a signal pressure for biasing the fail-safe valve to the normal position. A signal pressure generator that temporarily generates in response to an operation to the reverse travel position,
Furthermore, the fail-safe valve allows the operating hydraulic pressure from the first electromagnetic pressure regulating valve to be supplied to the first hydraulic friction engagement device at the normal position, and the reverse travel hydraulic pressure The normal position is maintained based on the signal pressure temporarily generated by the signal pressure generator when switching to the failure side position based on the occurrence of Hydraulic control device for automatic transmission for vehicles. The fail-safe valve includes a spool valve element, an urging member that applies a thrust force to the spool valve element toward the normal position, and the forward travel valve for urging the spool valve element to the normal position. An oil chamber for receiving hydraulic pressure, an oil chamber for receiving the signal pressure for biasing the spool valve element to the normal position, and a normal state for biasing the spool valve element to the failure position a plurality of oil chambers for receiving the no hydraulic pressure being supplied at the same time, according to claim 1 in which comprises an oil chamber for receiving the reverse travel hydraulic to bias the spool to the failure side position Hydraulic control device for automatic transmission for vehicles.

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