JP2007046683A - Hydraulic control device for automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hydraulic control device for an automatic transmission which can prevent the response delay of a clutch and the increase in transmission shock associated therewith. <P>SOLUTION: A hydraulic control device for an automatic transmission is equipped with a linear solenoid valve for adjusting line pressure supplied from an original pressure supply source to be supplied to a clutch for transmission stage establishment and with a hydraulic control valve interposed between the linear solenoid valve and the clutch, wherein drain oil during pressure adjustment of the linear solenoid valve is utilized as a supply source of filling oil in an oil pressure leading passage between the clutch and hydraulic control valve. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a hydraulic control device for an automatic transmission for a vehicle.

  In a vehicle hydraulically controlled automatic transmission having a plurality of speed change clutches, in order to prevent a delay in response of the next stage side clutch at the time of shifting, a hydraulic conduction path (from the hydraulic control device to the next stage side clutch ( There is known a method of filling the oil path) with oil at atmospheric pressure from the time of waiting for control before the start of shifting.

As a supply source of oil that fills the hydraulic conduit, it is common to use drain oil that is generated when the line pressure is regulated by a regulator valve (pressure regulating valve), and after reducing the drain oil of the pressure regulating valve with an orifice And an oil sump (hereinafter referred to as a “high position drain sump”) that is disposed above the automatic transmission for a vehicle and that is open to the atmosphere, from which oil is filled into the conduction path of each clutch. The method of supply was taken.
Japanese Patent No. 3461329

  When oil is used to fill the hydraulic connection path to the clutch, the drain oil of the pressure regulating valve that is generated when adjusting the line pressure is used as the supply source, and each clutch is used as a high-position drain oil sump. The drain oil of the pressure regulating valve supplied to the high position drain oil pool due to the effect of the oil pump discharge amount that increases or decreases, the effect of increasing or decreasing the line pressure adjustment amount to generate the clutch pressure required at the time of shifting The amount increases or decreases.

  For example, when the engine speed is low at high temperatures or during repeated continuous shifts, there may be insufficient oil filling the high position drain oil sump to fill the hydraulic conduction path sufficiently, which causes a delay in clutch pressure response. May result in an increase in shift shock.

  Accordingly, an object of the present invention is to provide a hydraulic control device for an automatic transmission capable of preventing a delay in response of a clutch and an accompanying increase in shift shock.

  According to the first aspect of the present invention, the linear solenoid valve that regulates the line pressure supplied from the source pressure supply source and supplies it to the clutch for establishing the gear position, and the intervening space between the linear solenoid valve and the clutch. In the hydraulic control device for an automatic transmission including the hydraulic control valve, the drain oil at the time of pressure regulation of the linear solenoid valve is used as a supply source of filling oil in a hydraulic communication path between the clutch and the hydraulic control valve. A hydraulic control device for an automatic transmission is provided.

  According to a second aspect of the invention, in the first aspect of the invention, the air release position of the drain of the linear solenoid valve is disposed below the linear solenoid valve and above the air release position of the drain of the clutch. In addition, the air release position of the drain of the clutch is disposed above the shaft center line on which the clutch is disposed, and the oil between the air release position of the drain of the linear solenoid valve and the air release position of the drain of the clutch is disposed. A hydraulic control device for an automatic transmission, characterized in that an orifice is installed in a road.

  According to a third aspect of the present invention, in the second aspect of the present invention, the clutch is composed of a first clutch and a second clutch that are separated by two or more speeds, and the hydraulic control valve is located between a set position and an operating position. The shift valve is configured to include a shift valve that selectively supplies hydraulic pressure to the first and second clutches, and the shift valve is disposed below the atmospheric release position of the drain of the clutch and above the shaft center line. A hydraulic control device for an automatic transmission is provided.

  According to the first aspect of the present invention, the drain oil at the time of adjusting the linear solenoid valve is supplied to the hydraulic passage between the clutch and the hydraulic control valve, so that it is affected by the increase or decrease of the line pressure or the increase or decrease of the engine speed. Since it becomes difficult, oil can be stably filled into the hydraulic conduction path, and a delay in clutch response and an accompanying increase in shift shock can be prevented.

  According to the invention described in claim 2, since the pressure head of the drain of the linear solenoid valve and the pressure head of the drain of the clutch are set relatively optimally, the oil filling rate of the hydraulic conduction path can be further improved. The effect of the invention according to item 1 can be further expected. Furthermore, it is possible to prevent hydraulic interference of the linear solenoid valve when the clutch is released.

  According to the third aspect of the present invention, since the hydraulic pressure is selectively supplied to the first and second clutches separated by two or more shift stages by the shift valve, the mutual interference between the hydraulic pressures of the linear solenoid valves during the sequential shift control is prevented. Thus, a shift shock can be prevented.

  FIG. 1 is a schematic configuration diagram of a parallel-shaft automatic transmission 2 to which the hydraulic control device of the present invention can be applied. Here, the hydraulic control device of the present invention is applicable not only to a parallel shaft type automatic transmission but also to a general automatic transmission using a plurality of planetary gear sets.

  In FIG. 1, the automatic transmission 2 has a configuration that converts the rotational speed and torque of the engine 4 and transmits the rotational power of the engine 4 to the left and right drive wheels 8 and 10 via the differential mechanism 6.

  The automatic transmission 2 includes an input shaft 12, an output shaft 14, a first intermediate shaft 16, a second intermediate shaft 18, a connected idle shaft 20, and a reverse idle shaft 22 that are provided so as to extend in parallel with each other. It is housed in the transmission case 24 together with the mechanism 6.

  The input shaft 12 is supported by bearings 26 a and 26 b so as to be rotatable about the shaft, and is connected to a crankshaft 28 of the engine 4 via a coupling mechanism 30. On the input shaft 12, a main drive gear 32, a 4-6th speed drive gear 34, a 6th speed clutch 36, a 3rd speed clutch 38, and a 3rd speed-R drive gear 40 are provided in this order from the engine 4 side.

  Here, the main drive gear 32 is fixed to the input shaft 12 (cannot be relatively rotated), and the 4-6 speed drive gear 34 and the 3rd speed-R drive gear 40 are both connected to the input shaft 12. On the other hand, it is provided so as to be idled (relatively rotatable).

  The sixth speed clutch 36 is a device for connecting and releasing the 4-6 speed drive gear 34 and the input shaft 12, and the third speed clutch 38 is a connection and release of the third speed-R drive gear 40 and the input shaft 12. It is a device that performs. Since both of these clutches 36 and 38 are generally known hydraulically operated piston type wet multi-plate clutches, the description thereof is omitted.

  The first intermediate shaft 16 is supported by bearings 42a and 42b so as to be rotatable about its axis. A first speed clutch 44, a first speed drive gear 46, a connected driven gear 48, and a fifth speed drive are sequentially provided on the shaft from the engine 4 side. A gear 50, a fifth speed clutch 52, a second speed clutch 54, and a second speed drive gear 56 are provided.

  Here, the first speed drive gear 46, the fifth speed drive gear 50, and the second speed drive gear 56 are all provided so as to be free to rotate with respect to the first intermediate shaft 16, and the coupled driven gear 48 is connected to the first intermediate shaft 16. It is fixedly provided.

  The first speed clutch 44 is a device for connecting and releasing the first speed drive gear 46 and the first intermediate shaft 16. The fifth speed clutch 52 is a device for connecting and releasing the fifth speed drive gear 50 and the first intermediate shaft 16. The second speed clutch 54 is a device for connecting and releasing the second speed drive gear 56 and the first intermediate shaft 16.

  Since these three clutches 44, 52 and 54 are generally known hydraulically operated piston type wet multi-plate clutches as well as the sixth-speed clutch 36 and the third-speed clutch 38, description thereof will be omitted.

  The second intermediate shaft 18 is supported by bearings 58a and 58b so as to be rotatable about its axis. On the shaft, a fourth speed clutch 60, a main driven gear 62, a fourth speed drive gear 64, a selector mechanism ( A selective clutch) 66 and a reverse drive gear 68 are provided.

  Here, the main driven gear 62, the fourth speed drive gear 64, and the reverse drive gear 68 are all provided so as to be idle with respect to the second intermediate shaft 18. The 4-speed clutch 60 is a device for connecting and releasing the main driven gear 62 and the second intermediate shaft 18 and is a generally known hydraulically operated piston type wet multi-plate clutch.

  The selector mechanism 66 is provided so as to be slidable in the axial direction on the second intermediate shaft 18, and the selector sleeve 70 of the selector mechanism 66 is moved in the axial direction of the second intermediate shaft 18 by a hydraulic mechanism and a shift fork (not shown). By engaging dog teeth (not shown) on the side of the fourth speed drive gear 64 or the side of the reverse drive gear 68, either the fourth speed drive gear 64 or the reverse drive gear 68 is attached to the second intermediate shaft 18. It can be selectively connected.

  That is, when the selector sleeve 70 of the selector mechanism 66 is moved to the fourth speed drive gear 64 side, the fourth speed drive gear 64 is connected to the second intermediate shaft 18 and the selector sleeve 70 is moved to the reverse drive gear 68 side. When this is the case, the reverse drive gear 68 is coupled to the second intermediate shaft 18.

  The coupled idle shaft 20 is supported by bearings 72a and 72b so as to be rotatable about the shaft, and a coupled idle gear 74 is provided on the shaft. The connection idle gear 74 is fixed to the connection idle shaft 20, and includes both the main drive gear 32 provided on the input shaft 12 and the connection driven gear 48 provided on the first intermediate shaft 16. Always engaged.

  The output shaft 14 is supported by bearings 76a and 76b so as to be rotatable about the shaft. On the shaft, a final drive gear 78, a first speed driven gear 80, a 4-5-6 speed driven gear 82, in order from the engine 4 side, A 2-3-R driven gear 84 is provided.

  Here, the final drive gear 78, the first speed driven gear 80, the 4-5-6 speed driven gear 82, and the 2-3-3-speed driven gear 84 are all fixed to the output shaft 14.

  The final drive gear 78 is always meshed with a final driven gear 86 that drives the differential mechanism 6, and the first speed driven gear 80 is always meshed with the first speed drive gear 46 provided on the first intermediate shaft 16 (see FIG. The broken line between the final drive gear 78 and the final driven gear 86 shown in 1 indicates that these gears 78 and 86 are engaged with each other).

  The 4-5-6 speed driven gear 82 is always meshed with both the 4-6 speed drive gear 34 provided on the input shaft 12 and the 5th speed drive gear 50 provided on the first intermediate shaft 16. The 2-3R speed driven gear 84 is always meshed with both the 3rd speed-R drive gear 40 provided on the input shaft 12 and the 2nd speed drive gear 56 provided on the first intermediate shaft 16. Yes.

  The reverse idle shaft 22 is rotatably supported by bearings 88a and 88b, and a reverse idle gear 90 is fixed on the shaft. The reverse idle gear 90 is always meshed with both the third speed-R drive gear 40 provided on the input shaft 12 and the reverse drive gear 68 provided on the second intermediate shaft 18.

  The differential mechanism 6 has a structure in which a differential mechanism 95 including two differential pinions 94a and 94a and two side gears 94b and 94b is accommodated in a differential case 92. The side gears 94b and 94b have left and right axle shafts. 96 and 98 are fixed.

  The center axes of the left and right axle shafts 96, 98 are arranged in parallel with the output shaft 14, and the differential case 92 is supported by bearings 100a, 100b so that the center axis of these left and right axle shafts 96, 98 can be rotated. Is supported by Left and right drive wheels (front wheels of the vehicle) 8 and 10 are attached to the ends of the left and right axle shafts 96 and 98, respectively.

  The final driven gear 86 fixed to the differential case 92 is always meshed with the final drive gear 78, and the entire differential case 92 rotates around the left and right axle shafts 96, 98 as the output shaft 14 rotates. Yes.

  FIG. 2 is a side view of the automatic transmission 2 and shows the arrangement relationship of the axes. In the arrangement relationship between the input shaft 12, the first intermediate shaft 16 and the second intermediate shaft 18, the first intermediate shaft 16 is arranged at the highest position, and the second intermediate shaft 18 is arranged at the lowest position. It has become. The selector sleeve 70 of the selector mechanism 66 is moved between the fourth speed drive gear 64 and the reverse drive gear 68 by the shift fork 112.

  Next, the shift state in the automatic transmission 2 described above and the power transmission path formed thereby will be described.

  The rotational power of the engine 4 is input to the input shaft 12 of the transmission 2 via the crankshaft 28 and the coupling mechanism 30, and further, the first intermediate shaft via the main drive gear 32, the connected idle gear 74 and the connected driven gear 48. 16 is transmitted. As a result, the first intermediate shaft 16 rotates together with the input shaft 12 in the same direction as the input shaft 12.

  Here, when all of the first speed clutch 44, the second speed clutch 54, the third speed clutch 38, the fourth speed clutch 60, the fifth speed clutch 52 and the sixth speed clutch 36 are OFF, the first speed drive gear 46 and the fifth speed drive Both the gear 50 and the second speed drive gear 56 are not connected to the first intermediate shaft 16, and both the 4-6 speed drive gear 34 and the third speed-R drive gear 40 are not connected to the input shaft 12. Since the main driven gear 62 is not connected to the second intermediate shaft 18, the rotational power of the engine 4 is not transmitted to the output shaft 14, and the transmission 2 is in the neutral (neutral) state. Become.

  In this neutral state, the selector sleeve 70 of the selector mechanism 66 is positioned on the fourth speed drive gear 64 side (the fourth speed drive gear 64 is connected to the second intermediate shaft 18 and the reverse drive gear 68 is connected to the second intermediate gear 18. It is disconnected from the shaft 18).

  To change the transmission 2 from the neutral state to the forward first speed state, the first speed clutch 44 is changed from “off” to “on”. As a result, the first speed drive gear 46 and the first intermediate shaft 16 are connected, so that the power of the engine 4 is the input shaft 12 → the main drive gear 32 → the connected idle gear 74 → the connected driven gear 48 → the first intermediate shaft 16 → Transmission from the first speed clutch 44 → first speed drive gear 46 → first speed driven gear 80 → output shaft 14 causes the transmission 2 to be in the forward first speed state.

  To change the transmission 2 from the first forward speed state to the second forward speed state, the first speed clutch 44 is changed from “on” to “off” and the second speed clutch 54 is changed from “off” to “on”. As a result, the connection between the first speed drive gear 46 and the first intermediate shaft 16 is released and the second speed drive gear 56 and the first intermediate shaft 16 are connected. Main drive gear 32 → connection idle gear 74 → connection driven gear 48 → first intermediate shaft 16 → second speed clutch 54 → second speed drive gear 56 → 2-3-R speed driven gear 84 → output shaft 14 The machine 2 is in the second forward speed state.

  To change the transmission 2 from the second forward speed state to the third forward speed state, the second speed clutch 54 is changed from “on” to “off” and the third speed clutch 38 is changed from “off” to “on”. As a result, the connection between the second speed drive gear 56 and the first intermediate shaft 16 is released and the third speed-R drive gear 40 and the input shaft 12 are connected. Transmission from the third speed clutch 38 → third speed-R drive gear 40 → 2-3-R speed driven gear 84 → output shaft 14 causes the transmission 2 to enter the third forward speed state.

  To change the transmission 2 from the third forward speed state to the fourth forward speed state, the third speed clutch 38 is changed from “ON” to “OFF” and the fourth speed clutch 60 is changed from “OFF” to “ON”. As a result, the connection between the third speed-R drive gear 40 and the input shaft 12 is released, and the main driven gear 62 is connected to the second intermediate shaft 18, so that the power of the engine 4 is driven from the input shaft 12 to the main drive. Gear 32 → main driven gear 62 → fourth speed clutch 60 → second intermediate shaft 18 → selector mechanism 66 → fourth speed driving gear 64 → four to six speed driving gear 34 (idling on the input shaft 12) → 4-5-6 Transmission from the fast driven gear 82 to the output shaft 14 causes the transmission 2 to be in the forward fourth speed state.

  To change the transmission 2 from the forward 4-speed state to the forward 5-speed state, the 4-speed clutch 60 is changed from “ON” to “OFF” and the 5-speed clutch 52 is changed from “OFF” to “ON”. As a result, the connection between the main driven gear 62 and the second intermediate shaft 18 is released and the fifth speed drive gear 50 and the first intermediate shaft 16 are connected. Transmission gear 32 → connection idle gear 74 → connection driven gear 48 → first intermediate shaft 16 → 5-speed clutch 52 → 5-speed drive gear 50 → 4-5-6-speed driven gear 82 → output shaft 14 2 is in the forward fifth speed state.

  To change the transmission 2 from the fifth forward speed state to the sixth forward speed state, the fifth speed clutch 52 is changed from “ON” to “OFF” and the sixth speed clutch 36 is changed from “OFF” to “ON”. As a result, the connection between the 5-speed drive gear 50 and the first intermediate shaft 16 is released, and the 4-6-speed drive gear 34 is connected to the input shaft 12, so that the power of the engine 4 is supplied to the input shaft 12 → 6. Transmission from the speed clutch 36 → 4-6 speed drive gear 34 → 4-5-6 speed driven gear 82 → output shaft 14 causes the transmission 2 to be in the 6th forward speed state.

  In order to change the transmission 2 from the neutral state to the reverse shift state, the fourth speed clutch 60 is changed from “OFF” to “ON”, and the selector sleeve 70 of the selector mechanism 66 is moved backward from the fourth speed drive gear 64 side. Move to the drive gear 68 side.

As a result, the main driven gear 62 and the second intermediate shaft 18 are connected, and the reverse drive gear 68 and the second intermediate shaft 18 are connected, so that the power of the engine 4 is driven by the input shaft 12 → the main drive gear 32 → Main driven gear 62 → 4-speed clutch 60 → second intermediate shaft 18 → selector mechanism 66 → reverse drive gear 68 → reverse idle gear 90 → 3-speed-R drive gear 40 (idle on input shaft 12)
→ 2-3-R speed driven gear 84 → The output shaft 14 is transmitted, and the transmission 2 enters the reverse shift state.

  Next, an example in which the hydraulic control device of the present invention is applied to the hydraulic control of the 5-speed clutch 52 and the 2-speed clutch 54 of the automatic transmission 2 shown in FIG. 1 will be described with reference to FIG.

  Reference numeral 102 denotes a normal close type linear solenoid valve which is opened when energized (on) and generates a signal hydraulic pressure for clutch engagement. The illustrated state is a closed state, and the line pressure PL supplied to the port 102 a is blocked by the linear solenoid valve 102.

  However, as a general characteristic of the linear solenoid valve, since the width of the seals provided at both ends of each port 102a, 102b, 102c is narrow, the pressure supplied to the port 102a even when the linear solenoid valve 102 is completely closed. Oil leaks to the drain port 102c to some extent.

  Generally, in a hydraulic control circuit of an automatic transmission for a vehicle, an oil pump (not shown) is driven by an engine to supply hydraulic oil. This hydraulic oil is connected to a regulator valve, where it is regulated and a line pressure PL is generated in the oil passage.

  When the linear solenoid valve 102 is turned on, the spool 104 moves leftward against the urging force of the return spring 106, and the port 102a communicates with the port 102b.

  Therefore, the line pressure PL supplied to the port 102a of the linear solenoid valve 102 is supplied to the oil passage 116 via the port 102b in accordance with the pressure regulation degree of the linear solenoid valve 102.

  The shift valve 108 is actuated by a hydraulic signal from an on / off solenoid valve (not shown). The state shown in the figure is a set state, and when the hydraulic signal from the on / off solenoid valve is supplied to the left end port 108f, the spool 110 is moved rightward against the urging force of the return spring 114, and the shift valve 108 is activated.

  In the set state in which the shift valve 108 is illustrated, the pressure oil supplied from the linear solenoid valve 102 via the oil passage 116 is connected to the oil passage 118 via the ports 108a and 108b, and the pressure oil is supplied to the fifth speed clutch 52. Thus, the fifth speed clutch 52 is engaged.

  On the other hand, when the shift valve 108 is in the operating state, the spool 110 is moved in the right direction against the urging force of the return spring 114, so that the oil passage 116 is connected to the oil passage 120 via the ports 108a and 108c, and the second speed. Pressure oil is supplied to the clutch 54 and the second speed clutch 54 is engaged.

  The drain port 102 c of the linear solenoid valve 102 is connected to the port 108 d of the shift valve 108 via the oil passage 122. Reference numeral 128 denotes a high-position drain oil reservoir (drain open position) of the linear solenoid valve 102, which is connected to the drain port 102 c of the linear solenoid valve 102 via oil passages 130 and 122. Hereinafter, the high position drain oil sump 128 of the linear solenoid valve 102 is described as HL ×.

  132 is a high position drain oil sump (clutch drain open position) of the clutches 52 and 54, and is connected to the second speed clutch 54 via the oil passages 124 and 122, the set shift valve 108 and the oil passage 120, The fifth speed clutch 52 is connected to the oil passages 124 and 126, the set valve 108 in the activated state, and the oil passage 118. Hereinafter, the high position drain oil sump 132 of the clutches 52 and 54 is described as HC ×.

  As shown in the drawing, HL × 128 is arranged at a position higher than HC × 132. Furthermore, an orifice 134 is provided in the oil passage 122 between HL × 128 and HC × 132.

  By providing the orifice 134, HL × 128 functions as an air release position for the drain of the linear solenoid valve 102, and HC × 132 functions as an air release position for the drains of the clutches 52 and 54.

  In the state shown in the figure, HL × 128 and HC × 132 are illustrated as oil reservoirs such as oil pans. However, in actuality, the oil passages 130 and 124 only have to open upward.

  In the present embodiment, the shift valve 108 selectively supplies hydraulic pressure to the fifth speed clutch 52 and the second speed clutch 54, but in general, the shift valve switches and supplies the hydraulic pressure to a plurality of clutches separated by two or more shift stages. It is preferable to configure so as to.

  Further, the shift valve 108 is preferably disposed below the atmosphere opening position 132 of the drains of the clutches 52 and 54 and above the shaft center line 136 where the clutches 52 and 54 are disposed.

  As described above, the shift valve 108 is configured to switch and supply the hydraulic pressure to a plurality of clutches (for example, the fifth speed clutch 52 and the second speed clutch 54) separated by two or more shift stages, so that one clutch can be changed to another. Since it is possible to prevent mutual interference between hydraulic pressures output from the linear solenoid valve 102 during shift control to the clutch, shift shock can be prevented.

  Hereinafter, the operation of the hydraulic control apparatus according to the above-described embodiment will be described. When the linear solenoid valve 102 is actuated in response to the command signal from the state shown in the figure, the spool 104 is acted against the urging force of the return spring 106, and the port 102a and the port 102b communicate with each other. The port 102a and the drain port 102c are also communicated according to the degree of pressure regulation.

  Therefore, the pressure oil from the drain port 102 c is connected to the second speed clutch 54 via the oil passage 122, the orifice 134, the shift valve 108, and the oil passage 120. At this time, since HC × 132 is located above the shift valve 108, the oil passage 120 between the shift valve 108 and the second speed clutch 54 is completely filled with oil at atmospheric pressure.

  The pressure oil supplied to the port 102 b of the linear solenoid valve 102 is supplied to the fifth speed clutch 52 via the oil path 116, the set shift valve 108 and the oil path 118, and engages the fifth speed clutch 52.

  As described above, since the oil passage 120 connected to the second speed clutch 54 is filled with oil at atmospheric pressure, when the second speed clutch 54 is to be engaged next in order to shift to the second speed stage, the second speed clutch Thus, the delay of the operation response 54 can be prevented, and as a result, a shift shock can be prevented.

  Next, when the hydraulic pressure is introduced into the port 108f of the shift valve 108 from the engaged state of the fifth speed clutch 52 and the shift valve 108 is activated, the oil filling the piston chamber of the fifth speed clutch 52 is oil passage 118. However, since the orifice 134 is provided in the oil passage 122, the discharged hydraulic pressure may act on the drain port 102c of the linear solenoid valve 102. Thus, the hydraulic interference of the linear solenoid valve 102 can be prevented.

  Next, the operation when the second speed clutch 54 is engaged will be described. In order to establish the second gear, the hydraulic pressure is introduced into the left end port 108f of the shift valve 108 so that the shift valve 108 is in an operating state. As a result, the oil passage 116 is communicated with the oil passage 120 via the shift valve 108 in the activated state.

  When the linear solenoid valve 102 is operated in response to the command signal to bring the linear solenoid valve 102 into a pressure regulation state, the line pressure PL supplied to the port 102a is supplied to the port 102b and the drain port 102c according to the degree of pressure regulation. Is done.

  The oil supplied to the drain port 102 c is supplied to the fifth speed clutch 52 through the oil passage 122, the orifice 134, the oil passage 124, the oil passage 126, the operating shift valve 108, and the oil passage 118. Since HC × 132 is provided above the shift valve 108, the oil passage 118 between the shift valve 108 and the fifth speed clutch 52 is filled with oil at atmospheric pressure.

  On the other hand, the pressure oil supplied to the port 102b of the linear solenoid valve 102 in accordance with the pressure regulation state is supplied to the second speed clutch 54 via the oil path 116, the operating shift valve 108, and the oil path 120. The clutch 54 is engaged.

  As described above, since the oil passage 118 between the shift valve 108 and the fifth speed clutch 52 is filled with oil at atmospheric pressure, when the fifth speed clutch 52 is engaged next to establish the fifth speed stage. Thus, a delay in response of the clutch 52 can be prevented, and as a result, a shift shock when the 5-speed clutch 52 is engaged can be prevented.

  Next, when the second speed clutch 54 is engaged, the spool 110 of the shift valve 108 is moved to the left to place the shift valve 108 in the set state, so that the oil filling the piston chamber of the second speed clutch 54 is oil passage 120, It is discharged to the drain through the shift valve 108 in the set state.

  At this time, since the orifice 134 is formed in the oil passage 122, the oil discharged from the second speed clutch 54 is prevented from acting on the drain port 102c of the linear solenoid valve 102, and hydraulic interference of the linear solenoid valve 102 is prevented. Can be prevented.

  As described above in detail, in the embodiment of the present invention, the drain oil at the time of regulating the linear solenoid valve 102 is used as a supply source of the filling oil in the oil passage (hydraulic conduction passage) between the clutches 52 and 54 and the shift valve 108. Yes.

  Therefore, it is less susceptible to the effects of the oil pump discharge amount that increases or decreases depending on the engine speed, and the line pressure adjustment amount that increases or decreases to generate the clutch pressure required during gear shifting. It is possible to fill the oil passage between the shift valve 108 and the clutches 52 and 54, thereby preventing a delay in clutch response and preventing an accompanying increase in shift shock.

  Further, since the positional relationship of HL × 128 and HC × 132 with respect to the linear solenoid valve 102, the shift valve 108, and the clutches 52 and 54 is defined, the shift valve 108 and the clutch are controlled by the drain oil when adjusting the pressure of the linear solenoid valve 102. The oil passage between 52 and 54 can be filled efficiently and reliably.

  Moreover, since HL × 128 and HC × 132 are opened upward, it is possible to prevent foreign matter in the splashed oil from being mixed into the hydraulic control device due to gear agitation and the like, and the valve is locked. Can be expected to prevent.

It is a skeleton figure which shows the structure of the parallel-shaft type automatic transmission with which the hydraulic control apparatus of this invention is applied. It is a schematic side view of the automatic transmission shown in FIG. It is a hydraulic circuit diagram which shows the structure of the hydraulic control apparatus of embodiment of this invention.

Explanation of symbols

52 5-speed clutch 54 2-speed clutch 102 Linear solenoid valve 108 Shift valve 128 Linear solenoid valve high position drain oil sump (HL ×)
132 High position drain oil sump for clutch (HC ×)
134 Orifice

Claims (3)

A linear solenoid valve that regulates the line pressure supplied from the source pressure supply source and supplies the pressure to the clutch for establishing a gear position, and a hydraulic control valve interposed between the linear solenoid valve and the clutch. In the automatic transmission hydraulic control device,
A hydraulic control apparatus for an automatic transmission, wherein drain oil at the time of pressure regulation of the linear solenoid valve is used as a supply source of filling oil in a hydraulic conduction path between the clutch and the hydraulic control valve. The linear solenoid valve drain opening to the atmosphere is located below the linear solenoid valve and above the clutch drain opening to the atmosphere,
The air release position of the drain of the clutch is disposed above the shaft center line where the clutch is disposed,
2. The hydraulic control device for an automatic transmission according to claim 1, wherein an orifice is installed in an oil passage between an air release position of the drain of the linear solenoid valve and an air release position of the drain of the clutch. The clutch is composed of a first clutch and a second clutch that are separated by two or more shift stages,
The hydraulic control valve is configured by a shift valve that is switched between a set position and an operating position to selectively supply hydraulic pressure to the first and second clutches,
3. The hydraulic control device for an automatic transmission according to claim 2, wherein the shift valve is disposed below the air release position of the drain of the clutch and above the shaft center line.

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