JP2006105333A - Hydraulic control device for automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce consumption of hydraulic oil flow by cutting the supply of hydraulic oil to solenoid pressure control valves operated only in a second gear shift state, when a vehicle is in a first gear shift state, to achieve energy saving and resource saving. <P>SOLUTION: The plurality of solenoid pressure control valves are respectively selectively operated, and oil pressure controlled by each solenoid pressure control valve is directly supplied to each of hydraulic servo portions respectively operating a plurality of frictional engagement elements to establish each gear stage. The plurality of solenoid pressure control valves are sectioned into a first group of solenoid pressure control valves operated in the first gear change state of the vehicle and a second group of solenoid pressure control valves operated only in the second gear change state occurring continuously from the first gear change state, and a control valve is mounted to cut the supply of hydraulic oil from a pressure regulator to the second group of solenoid pressure control valves in the first gear change state, and to permit the same in the second gear change state. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a hydraulic control device for an automatic transmission mounted on a vehicle, and relates to a technique that contributes to energy saving by reducing a consumed flow rate.

In an automatic transmission for a vehicle, each element of the input shaft and the planetary gear transmission is selectively connected by a clutch, or the rotation of the input shaft is changed to a plurality of shift stages by restricting the rotation by a brake, so that the output shaft Communicating. As described in Patent Document 1, in recent automatic transmissions for vehicles, in order to improve controllability, clutches C-1 to C-3 and brake B for establishing a plurality of shift stages are provided. -1 and B-2 are provided with solenoid pressure control valves 71 to 74 corresponding to the hydraulic servo units 81 to 84, respectively. The line pressure discharged from the pump 51 and controlled to a predetermined pressure by the primary regulator valve 52 is controlled to a constant pressure by the modulator valves 54 and 55. This constant hydraulic pressure is supplied to the solenoid valve portions 71B, 73B and 72B, 74B of the solenoid pressure control valves 71, 73, 72, 74, and the solenoid pressure control valves 71, 73, 72, 74 are actuated by commands from the control device. Then, the control hydraulic pressure is supplied to the hydraulic servo units 81 to 84, and the commanded gear stage is established by engaging the clutches and the brakes.
JP 2002-267007 A (4th and 5th pages, FIGS. 3 and 4)

  As described in Patent Document 1, in a vehicular automatic transmission that uses a plurality of solenoid pressure control valves 71 to 74 to directly control the control hydraulic pressure supplied to the hydraulic servo section of each clutch and brake, The hydraulic pressure controlled to the pressure is supplied to the solenoid valve portions 71B to 74B of the solenoid pressure control valves 71 to 74, and even when the solenoid valve portions 71B to 74B are in the closed state, the hydraulic oil leaks through the gaps of the valves. Because it is drained, the flow rate of hydraulic fluid is large. Therefore, even when the vehicle is stopped, it is necessary to supply a certain amount of hydraulic oil, and it is necessary to maintain a predetermined idle rotation speed. However, in recent years, due to demands for improving fuel consumption, there has been a demand for weight reduction by lowering the idling speed and downsizing the oil pump. As described above, when the solenoid valve portions 71B to 74B consume a large amount of flow, the idle lever is lowered to improve the fuel efficiency and weight of the vehicle, and the oil pump is downsized. When N is switched to the drive range D or reverse range R and the first gear or reverse gear is established, the flow balance in the automatic transmission when the engine speed is low and the hydraulic oil is hot and the viscosity is low May collapse. As a result, when the line pressure controlled to a constant pressure decreases, the valve body in the valve body may malfunction and cause a large shift shock, or the clutch to be engaged is not completely engaged and an undesirable slip (slip) ) May cause deterioration of response and durability of friction material.

  The present invention has been made to solve the above-described conventional problems. When the vehicle is in the first shift state, the hydraulic oil to the solenoid pressure control valve that is operated only when the vehicle is in the second shift state is provided. The purpose is to reduce the flow consumption by cutting off the supply and achieve energy saving, resource saving and so on.

  In order to solve the above-mentioned problem, the structural feature of the invention according to claim 1 is that an automatic transmission that establishes each gear stage of the automatic transmission by selectively operating each of the plurality of solenoid pressure control valves. In the hydraulic control apparatus for a transmission, the plurality of solenoid pressure control valves are arranged in a first shift state and a second group of solenoid pressure control valves that are operated in a second shift state that occurs following the first shift state. And a second group of solenoid pressure control valves that are operated only in the second speed change state, and upstream of the second group of solenoid pressure control valves, hydraulic oil to the second group of solenoid pressure control valves is provided. Is provided with a control valve capable of shutting off the supply.

  According to a second aspect of the present invention, in the first aspect, the control valve shuts off the supply of hydraulic oil to the solenoid pressure control valves of the second group in the first speed change state, and This is tolerated in the two-speed state.

  According to a third aspect of the present invention, in the second aspect, the solenoid pressure control valve of the second group has the predetermined constant pressure from the pressure regulating valve that reduces the line pressure and outputs the predetermined constant pressure. Is inputted, and the predetermined constant pressure is cut off by the control valve.

  According to a fourth aspect of the present invention, there is provided a structural feature of the first pressure regulating valve according to the third aspect, wherein the line pressure is reduced and a predetermined constant pressure is supplied to the first group solenoid pressure control valves. The control valve and the pressure regulating valve are configured to have a second pressure regulating valve that supplies hydraulic oil to the solenoid pressure control valve of the second group, and the first pressure regulating valve always supplies hydraulic oil, The second pressure regulating valve shuts off the output of hydraulic oil in the first speed change state and outputs the hydraulic oil in the second speed change state.

  The structural feature of the invention according to claim 5 is that, in claim 4, the first pressure regulating valve communicates with the first pressure regulating valve, and the first pressure regulating valve has the first pressure regulating valve in the first speed change state. It has a solenoid valve that supplies hydraulic oil supplied from the pressure valve as a signal pressure.

  According to a sixth aspect of the present invention, in the first to fifth aspects, the first shift state is switched from the neutral state and the neutral to the drive range or the reverse range, and the first gear or reverse gear is established. The second speed change state is a state until immediately after the first gear, the state where the first gear or reverse gear is established, and the state where the speed gear having a reduction ratio smaller than that of the first gear is established. That is.

  The structural feature of the invention according to claim 7 is that, in claim 6, when the manual valve is not located in the drive range or the reverse range, the plurality of solenoid pressure control valves and the electronic control device that controls the control valve are: The control valve is switched to a cutoff position to cut off the supply of hydraulic oil from the pressure regulating valve to the solenoid pressure control valve of the second group, and it is determined that the manual valve has been switched to the drive range or the reverse range. When it is confirmed that the speed stage or the reverse speed stage is established, the control valve is switched to an allowable position to allow the supply of hydraulic oil from the pressure regulating valve to the solenoid pressure control valve of the second group.

  In the invention according to claim 1 configured as described above, each of the plurality of solenoid pressure control valves is selectively operated to establish each gear stage of the automatic transmission. Since the control valve shuts off the hydraulic pressure supply to the solenoid pressure control valve of the second group when it is not in operation, the hydraulic oil does not leak from the gap of the solenoid pressure control valve of the second group and is not drained. When the solenoid pressure control valve of the group is not operated, the consumption flow rate of the hydraulic oil can be reduced.

  In the invention according to claim 2 configured as described above, in the first speed change state of the vehicle, the control valve cuts off the supply of hydraulic pressure to the second group of solenoid pressure control valves that are operated only in the second speed change state. As a result, there is no drainage of hydraulic oil from the gap between the solenoid pressure control valves of the second group, and the flow rate consumed is reduced in the first speed change state. As a result, even if the solenoid pressure control valve of the first group is operated in the first speed change state in the state where the idling speed is reduced, the oil pump is reduced in size and the hydraulic oil flow rate is reduced, The balance of the flow rate is lost and the valve body in the valve body does not malfunction to cause a shift shock, effectively improving the fuel consumption and weight of the vehicle. In the second speed change state, the control valve allows the hydraulic pressure to be supplied to the second group of solenoid pressure control valves, so that the second group of solenoid pressure control valves can operate smoothly without malfunction.

  In the invention according to claim 3 configured as described above, the second group of solenoid pressure control valves receives the predetermined constant pressure from the pressure regulating valve that reduces the line pressure and outputs the predetermined constant pressure. At the same time, since the predetermined constant pressure is cut off by the control valve, the supply of hydraulic oil is cut off when the solenoid pressure control valves of the second group are not operated, and the consumption flow rate of the hydraulic oil can be reduced.

  In the invention according to claim 4 configured as described above, the first pressure regulating valve that supplies hydraulic oil to the first group of solenoid pressure control valves always supplies hydraulic oil, and the second group of solenoid pressure control valves. The second pressure regulating valve that supplies hydraulic oil to the engine shuts off the hydraulic oil output in the first shift state and outputs the hydraulic oil in the second shift state. In the non-operating first shift state, it is possible to cut off the output of the hydraulic oil to the two groups of solenoid pressure control valves to reduce the consumption flow rate.

  In the invention according to claim 5 configured as described above, the solenoid valve communicated with the first pressure regulating valve is supplied from the first pressure regulating valve to the second pressure regulating valve in the first speed change state. Since the hydraulic oil is supplied as a signal pressure, the output of the hydraulic oil from the second pressure regulating valve is shut off in the first shift state in which the hydraulic oil having a predetermined constant pressure is output from the first pressure regulating valve. Can do.

  In the invention according to claim 6 configured as described above, control is performed in the neutral state and in the first shift state in which the state is switched from the neutral to the drive range or the reverse range and immediately after the first gear or reverse gear is established. The valve blocks the supply of hydraulic pressure to the second group of solenoid pressure control valves that are operated only in the second speed change state. As a result, it is possible to prevent the hydraulic oil from leaking and draining from the gap between the solenoid pressure control valves of the second group in the first speed change state, and when the first gear or the reverse gear is established, The valve body does not malfunction to cause a shift shock, the idle speed can be lowered, and the oil pump can be downsized.

  In the invention according to claim 7 configured as described above, when the manual valve is not in the drive range or the reverse range, the electronic control device controls the operation of the hydraulic oil from the pressure regulating valve to the solenoid pressure control valve of the second group. Shut off the supply. After confirming that the manual valve is switched to the drive range or the reverse range and the first gear or reverse gear is established, the control valve allows the hydraulic oil to be supplied from the pressure regulating valve to the solenoid pressure control valve of the second group. Therefore, it is possible to reliably prevent the flow rate balance in the automatic transmission from being lost at the time of switching to the first gear or the reverse gear and causing the valve body in the valve body to malfunction and cause a shift shock.

   Hereinafter, a hydraulic control device for an automatic transmission according to an embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a skeleton diagram showing an example of an automatic transmission 10. The automatic transmission 10 includes a torque converter 11 to which an unillustrated engine is connected to the input side, and a forward 6-speed connected to the output side of the torque converter 11. The first reverse speed planetary gear transmission 12 is constructed. The torque converter 11 includes a pump impeller 13, a turbine runner 14, a stator 15, a stator 15, a one-way clutch 17 that supports and supports the case 16 of the automatic transmission 10 in only one direction, and an inner race of the one-way clutch 17. A stator shaft 18 is provided for fixing to the stator. Reference numeral 19 denotes a lock-up clutch that directly connects the pump impeller 13 and the turbine runner 14.

   The transmission planetary gear G, which is the main part of the planetary gear transmission 12, is a double pinion type, and is long meshed directly with the large and small diameter sun gears S2, S3 and the large diameter sun gear S2 and meshed with the small diameter sun gear S3 via the pinion P3. It comprises a pinion P2, a long pinion P2 and a carrier C2 (C3) that supports the pinion P3 and a ring gear R2 (R3) that meshes with the long pinion P2. The large-diameter sun gear S2 is connected to the case 16 by the first brake B-1, and the carrier C2 (C3) is connected to the input shaft 20 through the second clutch C-2, and the one-way clutch F-1 and the brake B are connected. -2 is connected to the case 16 in parallel. The input shaft 20 is connected to the turbine runner 14 of the torque converter 11.

   The planetary gear G1 of the planetary gear transmission 12 is a single pinion type, a ring gear R1 as an input element is connected to the input shaft 20, and a carrier C1 as an output element is connected to the small-diameter sun gear S3 via the first clutch C-1. In addition to being coupled to the large-diameter sun gear S2 via the third clutch C-3, the sun gear S1 is fixed to the case 16 to receive a reaction force.

   The clutches C1 to C3 and the brakes B1 and B2 constitute the friction engagement elements of the automatic transmission 10, and the relationship between the engagement and release of each clutch, brake, and one-way clutch and each gear stage of the automatic transmission 10 is shown in FIG. As shown in the operation table. In the operation table, ◯ indicates engagement, X indicates release, and Δ indicates engagement only during engine braking.

   That is, the first speed (1st) is achieved by the engagement of the clutch C-1 and the automatic engagement of the one-way clutch F-1. The rotation of the input shaft 20 is decelerated by the reduction planetary gear G1, the rotation of the carrier C1 is input to the small-diameter sun gear S3 of the transmission planetary gear G via the clutch C-1, and the carrier C2 whose reverse rotation is prevented by the one-way clutch F-1. (C3) receives the reaction force, and the ring gear R2 (R3) is decelerated and rotated at the maximum reduction ratio and output to the output shaft 21.

   Second speed (2nd) is achieved by engagement of clutch C-1 and brake B-1. The rotation of the input shaft 20 is decelerated by the reduction planetary gear G1, the rotation of the carrier C1 is input to the small-diameter sun gear S3 of the transmission planetary gear G via the clutch C-1, and the large diameter is prevented from rotating by the engagement of the brake B-1. The sun gear S2 receives the reaction force, and the ring gear R2 (R3) is decelerated and rotated to the second gear and output to the output shaft 21. The reduction ratio at this time is smaller than the first gear (1st).

   The third speed (3rd) is achieved by engagement of the clutch C-1 and the clutch C-3. The rotation of the input shaft 20 is decelerated by the reduction planetary gear G1, and the rotation of the carrier C1 is simultaneously input to the small-diameter sun gear S3 and the large-diameter sun gear S2 via the clutches C-1 and C-3. The ring gear R2 (R3) is rotated at the same rotational speed as the carrier C1 and is output to the output shaft 21.

   The fourth speed (4th) is achieved by engagement of the clutch C-1 and the clutch C-2. The rotation of the input shaft 20 is directly input to the carrier C2 (C3) of the transmission planetary gear G by the clutch C-2, the rotation of the input shaft 20 is decelerated by the reduction planetary gear G1, and the rotation of the carrier C1 is shifted via the clutch C-1. Input to the sun gear S3 of the planetary gear G, the ring gear R2 (R3) is decelerated to an intermediate rotational speed between the input shaft 20 and the carrier C1 and output to the output shaft 21.

   The fifth speed (5th) is achieved by engagement of the clutch C-2 and the clutch C-3. The rotation of the input shaft 20 is directly input to the carrier C2 (C3) of the transmission planetary gear G by the clutch C-2, the rotation of the input shaft 20 is decelerated by the reduction planetary gear G1, and the rotation of the carrier C1 is the clutch C- of the transmission planetary gear G. 3 is input to the sun gear S2, and the ring gear R2 (R3) is rotated to the fifth speed and output to the output shaft 21.

   The sixth speed (6th) is achieved by engagement of the clutch C-2 and the brake B-1. The rotation of the input shaft 20 is directly input to the carrier C2 (C3) of the transmission planetary gear G by the clutch C-2, and the sun gear S2 whose rotation is prevented by the engagement of the brake B-1 receives a reaction force, and the ring gear R2 (R3 ) Is increased in speed to the sixth gear having a gear ratio smaller than the fifth gear and output to the output shaft 21.

   The reverse speed (R) is achieved by engagement of the clutch C-3 and the brake B-2. The rotation of the input shaft 20 is decelerated by the deceleration planetary G1, the rotation of the carrier C1 is input to the sun gear S2 of the transmission planetary gear G via the clutch C-3, and the rotation of the carrier C2 (which is blocked by the engagement of the brake B-2) ( C3) receives the reaction force, and the ring gear R2 (R3) is reversely rotated and output to the output shaft 21.

   As shown in FIGS. 3 and 4, the hydraulic control device 22 for establishing each gear stage in the automatic transmission 10 includes a pump 23, a primary regulator valve 24, first and second modulator valves 25 and 26, a solenoid valve 34, 6 solenoid pressure control valves SLC1 ~ SLC3, SLB1, SLT, SLU, clutch C-1 ~ C-3 and brake B-1, B-2 hydraulic servo section 28 ~ 31, manual valve operated by shift lever 32, and six solenoid pressure control valves SLC1 to SLC3, SLB1, SLT, and SLU, a hydraulic servo section 28 to 31, a lockup clutch 19, and a hydraulic circuit section 33 that communicates with the primary regulator valve 24. . The hydraulic circuit unit 33 includes a control valve that regulates the hydraulic pressure supplied to the hydraulic servo units 28 to 31 and a fail-safe valve (not shown) that is used to ensure minimum travel when a failure occurs. is doing.

   It is a part of the hydraulic circuit unit 33, and the output hydraulic pressures of the solenoid pressure control valves SLC1 to SLC3, SLB1 are regulated by the control valve unit to control the clutches C-1 to C-3 and the hydraulic servo unit 28 of the brake B-1 Since the portion supplied to 31 is substantially the same, the portion for adjusting the control oil pressure of the solenoid pressure control valve SLC1 by the control valve portion 40 and supplying it to the hydraulic servo portion 28 of the clutch C-1 will be described with reference to FIG. . The manual valve 32 is a switching valve that is manually switched to the neutral N, drive range D, and reverse range R by the driver operating the shift lever, and the line pressure from the primary regulator valve 24 is supplied to the port PL. The port D communicated with the port PL when the manual valve 32 is shifted to the drive range D includes an input port 41 of the control valve unit 40 of the solenoid pressure control valve SLC1 and a line pressure port 43 of the C1 apply relay valve 42, respectively. It is connected. The port 44 of the C1 apply relay valve 42 is supplied with hydraulic oil (modulator pressure) that is controlled to a constant pressure by reducing the line pressure by the first modulator valve 25.

   The solenoid pressure control valve SLC1 is operated from the input port 48 by moving the valve body 46 to a position balanced with the spring force of the compression spring 47 by operating the linear solenoid 45 in response to a control current supplied from a control device described later. The modulator pressure controlled to the constant pressure which flows in is adjusted, and the control oil pressure which increases as the control current from the control device decreases is output from the output port 49. The output port 49 of the solenoid pressure control valve SLC1 is connected to the control port 50 of the control valve unit 40 and to the switching port 51 of the C1 apply relay valve 42. The valve body 52 of the control valve unit 40 balances the axial force due to the control hydraulic pressure from the solenoid pressure control valve SLC1 input from the control port 50 with the spring force of the compression spring 53 acting on the valve body 52 and the axial force due to feedback hydraulic pressure. By moving to the position, the line pressure supplied to the input port 41 is controlled to output hydraulic pressure that increases as the control current decreases, and is output, and supplied from the output port 54 to the input port 55 of the C1 apply relay valve 42. .

   In the C1 apply relay valve 42, the sum of the axial force based on the control hydraulic pressure supplied to the switching port 51 and the spring force of the compression spring 39 is based on the axial force based on the constant pressure supplied from the first modulator valve 25 to the port 44. When it becomes larger, the valve body 56 is shifted from the right half position in the figure to the left half position in the figure. When the valve body 56 is in the right half position in the figure, the C1 apply relay valve 42 communicates the input port 55 with the output port 57, and outputs the output hydraulic pressure from the control valve section 40 to the hydraulic servo section 28 of the clutch C-1. When the pressure is supplied and shifted to the left half position in the figure, the line pressure port 43 is connected to the output port 57, and the line pressure from the port D of the manual valve 32 is supplied to the hydraulic servo section 28 of the clutch C-1. C-1 is maintained in the engaged state by the line pressure.

   The shift state of the vehicle is switched from the neutral state and the neutral to the drive range, and the first shift state, which is a state immediately after the first gear is established, and the first gear is established following the first gear. 2 and the second speed change state where the speed ratio with a reduction ratio smaller than the first speed stage is established, the solenoid pressure control valves SLC1 to SLC3, SLB1, SLT, and SLU are shown in the operation table of FIG. Based on the difference in operation timing of the pressure control valve, the first group of solenoid pressure control valves that are operated in the first speed change state and the second speed change state that follows the first speed change state, and only in the second speed change state. It can be divided into a second group of solenoid pressure control valves that are actuated.

   That is, the solenoid pressure control valve SLC1 outputs the control hydraulic pressure to the hydraulic servo section 28 via the hydraulic circuit section 33 and engages the clutch C-1 to establish the first to fourth speed stages, and the solenoid pressure control valve The SLC3 outputs the control hydraulic pressure to the hydraulic servo section 30 to establish the reverse speed, the third speed and the fifth speed, and engages the clutch C-3. The solenoid pressure control valve SLT increases the opening of the throttle valve. Is output to the primary regulator valve 24, and the predetermined pressure of the primary regulator valve 24 is increased in accordance with the increase in the opening of the throttle valve. Therefore, the solenoid pressure control valves SLC1, SLC3, SLT A first group of solenoid pressure control valves operated in the first and second shift states.

   The solenoid pressure control valve SLC2 outputs control hydraulic pressure to the hydraulic servo unit 29 to engage the clutch C-2 in order to establish the 4th to 6th gears, and the solenoid pressure control valve SLB1 has 2nd and 6th gears. In order to establish a stage, the control hydraulic pressure is output to the hydraulic servo unit 31 to engage the clutch B-1, and the solenoid pressure control valve SLU is a lockup clutch that directly connects the pump impeller 13 of the torque converter 11 and the turbine runner 14. Since 19 is engaged when a predetermined condition is satisfied, the solenoid pressure control valves SLC2, SLB1, and SLU are second group solenoid pressure control valves that are operated only in the second speed change state. Note that the lockup clutch 19 is not engaged immediately after the first gear or reverse gear is established.

   One of the first and second modulator valves 25, 26 that are pressure regulating valves has a valve body 58 biased by a compression spring 59. After the line pressure controlled to a predetermined pressure by the primary regulator valve 24 is input to the input port 60, the line pressure is reduced from the line pressure and output from the output port 61. Output hydraulic pressure from the output port 61 of the modulator valves 25 and 26 is input from the feedback port 62 and acts on the valve body 58 to generate a feedback force. The valve body 58 is moved to a position where the spring force of the compression spring 59 and the feedback force are balanced, and sends the modulator pressure to the output port 61. The output port 61 of the first modulator valve 25 is connected to the input ports of the first group solenoid pressure control valves SLC1, SLC3, SLT, and the output port 61 of the second modulator valve 26 is connected to the second group solenoid pressure control valves SLC2, Connected to the SLB1 and SLU input ports.

   The solenoid valve 34 is connected between the output port 61 of the first modulator valve 25 and the shut-off port 65 of the second modulator valve 27. The valve body 58 of the second modulator valve 27 is provided with a small-diameter cut-off actuating portion 64 on the opposite side of the compression spring 59, and the solenoid valve 34 communicates so that a constant pressure from the first modulator valve 25 is supplied from the cut-off port 65. When it is input and acts on the shutoff operating portion 64, the valve body 58 is retracted to the shutoff position against the spring force of the compression spring 59, the output port 61 of the second modulator valve 26 is communicated with the discharge port 66, and the second The hydraulic fluid supply to the group solenoid pressure control valves SLC2, SLB1, and SLU is shut off.

  The electronic control device 67 for controlling the solenoid pressure control valves SLC1 to SLC3, SLB1, SLT, SLU, the control valve 27, etc. will be described based on the block diagram shown in FIG. A control device 67 with a built-in CPU includes rotational speed sensors 68 and 69 for detecting the rotational speeds of the input and output sides of the torque converter 11, a throttle opening sensor 70 for detecting the amount of depression of the accelerator, and the manual valve 32 is neutral N. A range position sensor 71 that sends a signal indicating whether or not the drive range D or the reverse range R has been shifted, and a control current flowing through each solenoid of the solenoid pressure control valves SLC1 to SLC3, SLB1, SLT, and SLU are detected. Each detection signal is input from the current detector 72 and the like, and based on these detection signals, a control current is output to the solenoid pressure control valves SLC1 to SLC3, SLB1, SLT, SLU, and a control program shown in FIG. Supply of hydraulic oil from the second modulator valve 26 to the second group of solenoid pressure control valves SLC2, SLB1, and SLU is in the first shift mode. In blocked, in the second speed state allows.

  Next, the operation of the above embodiment will be described based on the control program of FIG. If the manual valve 32 is already in the drive range D, it is determined that the second modulator valve is not properly shut off, and the control program is terminated. When the manual valve 32 is positioned at the neutral N or the parking P by the operation of the shift lever, it is not positioned at the drive range D (step S1), so the solenoid of the solenoid valve 34 is energized and fixed by the first modulator valve 25. The hydraulic pressure controlled to the pressure is input to the shutoff port 65 of the second modulator valve 26. As a result, the valve body 58 of the second modulator valve 26 is retracted to the blocking position against the spring force of the compression spring 59, the output port 61 of the second modulator valve 26 is communicated with the discharge port 66, and the second group The supply of hydraulic oil to the solenoid pressure control valves SLC2, SLB1, SLU is shut off (step S2).

  Wait until the manual valve 32 is shifted to the drive range D, and if it is confirmed by the signal from the range position sensor 71 that the garage is shifted from the neutral N to the drive range D by the shift lever (step S3), the first speed It is determined whether or not a stage has been established, and waits until it is established (step S4).

   In this state, the solenoid pressure control valve SLC1 outputs a control hydraulic pressure from the output port 49 that increases as the control current decreases, with the control current applied to the linear solenoid 45 being decreased. This control oil pressure is input to the control port 50 of the control valve unit 40, and the oil pressure adjusted from the output port 54 is input to the input port 55 of the C1 apply relay valve 42. In the C1 apply relay valve 42, when the control hydraulic pressure is equal to or lower than a predetermined value, the input port 55 and the output port 57 communicate with each other, and the regulated hydraulic pressure output from the control valve unit 40 is the hydraulic servo unit 28 of the clutch C-1. The clutch C-1 is connected without shock. When the control oil pressure exceeds a predetermined value, the spool valve 56 is switched to connect the line pressure port 43 to the output port 57, the line pressure is supplied to the hydraulic servo section 28 of the clutch C-1, and the clutch C-1 is connected to the line. The engaged state is maintained by the pressure, and the first gear is established.

  When the current detector 72 detects that the control current applied to the solenoid of the solenoid pressure control valve SLC1 has fallen below a predetermined value and it is confirmed that the first gear is established (step S4), the solenoid valve 34 Is switched, the input port of the solenoid valve 34 connected to the output port 62 of the first modulator valve 25 is shielded, and the shut-off port 65 of the second modulator valve 26 is communicated with the drain port. As a result, the second modulator valve 26 starts the pressure regulation operation, sends a constant pressure oil pressure from the output port, and supplies it to the solenoid pressure control valves SLC2, SLB1, and SLU of the second group.

  In the above-described embodiment, the first shift state is switched from the neutral N state and the neutral N to the drive range D and the state immediately after the first gear is established, but from the neutral N state and the neutral N to the reverse range R. The first shift state may be the state immediately after the reverse gear is established. Further, the state from the parking range P to the drive range D or the reverse range R and the state immediately after the first gear or the reverse gear is established may be set as the first shift state.

  In the above embodiment, the engine is started in the garage or the like, and the shift lever is operated to switch the manual valve from the neutral N to the drive range D. Even when shifted to D, the same control as in the case of the garage shift can be performed. Further, when the shift lever is operated from the drive range D to the neutral N and from the neutral N to the drive range D while the vehicle is traveling, the first speed is applied when the shift lever is last operated to the drive range D. It is also possible to prohibit the same control in order to establish a shift stage according to the running state of the vehicle instead of the stage.

  In the above embodiment, the supply of hydraulic oil to the second group of solenoid pressure control valves is shut off in the first speed change state. However, for the second group of solenoid pressure control valves including the control valve portion, In addition to shutting off the supply of hydraulic oil to the solenoid pressure control valve at one shift stage, the supply of line pressure from the primary regulator valve to the control valve unit may be shut off. In this case, the primary regulator valve and the second modulator valve are pressure regulating valves.

The skeleton figure of the automatic transmission controlled by the hydraulic control apparatus which concerns on this Embodiment. The operation table of the clutch and the brake at each shift stage of the automatic transmission. The figure which shows the hydraulic control apparatus for establishing each gear stage in an automatic transmission. The figure which shows the part regarding the clutch C-1 of a hydraulic circuit. The block diagram which shows the electronic control apparatus of the hydraulic control apparatus of an automatic transmission. The figure which shows a control program.

Explanation of symbols

DESCRIPTION OF SYMBOLS 21 ... Output shaft, 22 ... Hydraulic control apparatus, 23 ... Pump, 24 ... Primary regulator valve, 25, 26 ... 1st, 2nd modulator valve, 34 ... Solenoid valve, 28-31 ... Hydraulic servo part, 32 ... Manual valve , 33 ... Hydraulic circuit, 40 ... Control valve section, 41, 48, 60 ... Input port, 42 ... C1 apply relay valve, 45 ... Linear solenoid, 46, 52, 58 ... Valve body, 47, 53, 59 ... Compression spring 49, 54, 61 ... output port, 50 ... control port, 62 ... feedback port, 64 ... shut-off operating part, 65 ... shut-off port, 66 ... discharge port, 67 ... electronic control unit, 68 ... engine speed sensor, 69 ... throttle opening sensor, 70 ... vehicle speed sensor, 71 ... range position sensor, 72 ... current detector.

Claims (7)

In the automatic transmission hydraulic control device that establishes each shift stage of the automatic transmission by selectively operating each of the plurality of solenoid pressure control valves,
The plurality of solenoid pressure control valves are operated only in a first shift state of the vehicle and a second group of solenoid pressure control valves that are operated in a second shift state that follows the first shift state, and only in a second shift state. Divided into a second group of solenoid pressure control valves,
A hydraulic control device for an automatic transmission, wherein a control valve capable of shutting off the supply of hydraulic oil to the solenoid pressure control valve of the second group is provided upstream of the solenoid pressure control valve of the second group . 2. The automatic shift according to claim 1, wherein the control valve cuts off the supply of hydraulic oil to the solenoid pressure control valves of the second group in the first shift state and allows in the second shift state. Hydraulic control device for the machine. 3. The solenoid pressure control valve of the second group according to claim 2, wherein the predetermined constant pressure is input from a pressure regulating valve that reduces the line pressure and outputs a predetermined constant pressure, and the control valve controls the predetermined pressure. A hydraulic control device for an automatic transmission, wherein a constant pressure is cut off. The pressure regulating valve according to claim 3, comprising a first pressure regulating valve for reducing the line pressure and supplying a predetermined constant pressure to the first group solenoid pressure control valve, the control valve, and the pressure regulating valve, In addition to having a second pressure regulating valve that supplies hydraulic oil to the solenoid pressure control valves of the second group, the first pressure regulating valve always supplies hydraulic oil, and the second pressure regulating valve is in the first shift state. A hydraulic control device for an automatic transmission, wherein the hydraulic oil output is cut off and hydraulic oil is output in the second speed change state. 5. The hydraulic fluid supplied from the first pressure regulating valve as a signal pressure is communicated with the first pressure regulating valve and supplied to the second pressure regulating valve in the first speed change state according to claim 4. A hydraulic control device for an automatic transmission, comprising a solenoid valve. The first speed change state according to any one of claims 1 to 5, wherein the first speed change state is a state immediately after the neutral state and the neutral to the drive range or the reverse range and the first speed or reverse speed is established, and the second speed change state is: The automatic transmission hydraulic control device is characterized in that the first gear or the reverse gear is established following the first gear and the speed gear having a reduction ratio smaller than that of the first gear is established. . 7. The electronic control device for controlling the plurality of solenoid pressure control valves and the control valve according to claim 6, wherein when the manual valve is not located in a drive range or a reverse range, the control valve is switched to a shut-off position from the pressure regulating valve. When the supply of hydraulic fluid to the solenoid pressure control valve of the second group is shut off, it is determined that the manual valve is switched to the drive range or the reverse range, and it is confirmed that the first gear or reverse gear is established, A hydraulic control device for an automatic transmission, wherein the control valve is switched to a permissible position to allow hydraulic oil to be supplied from the pressure regulating valve to the solenoid pressure control valve of the second group.

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