JP2009115115A - Hydraulic circuit for vehicular automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hydraulic circuit for a vehicular automatic transmission suppressing suction of foreign matter from the drain port of a control valve. <P>SOLUTION: The hydraulic circuit includes a volume complementing device 92 which temporarily complements the inside of an oil passage 90 with hydraulic fluid to suppress development of vacuum in the oil passage 90, when vacuum is developed in the oil passage 90 by increasing volume of the control pressure chamber 60h of a pump selector valve 60 associated with movement of a spool valve piece (valve piece) 60f of the pump selector valve (selector valve) 60. The volume complementing device 92 suppresses vacuum in the oil passage 90, thereby suppressing suction of the foreign matter from the drain port 72a of the solenoid valve (control valve) 72. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a hydraulic circuit of an automatic transmission for a vehicle, and more particularly to a technique for suppressing suction of foreign matter from a drain port of a control valve provided in the hydraulic circuit.

A hydraulic circuit of an automatic transmission for a vehicle includes a switching valve that is operated by switching the position of a valve element, and a control valve that includes a drain port and is directly or indirectly connected to the switching valve via an oil passage. And by switching the control valve to the drain port or the switching valve, the position of the valve element of the switching valve is moved to generate a hydraulic pressure at a predetermined portion. For example, a hydraulic circuit of a continuously variable transmission described in Patent Document 1 can be given.
Japanese Patent Laid-Open No. 11-182657

  By the way, in the hydraulic circuit of the vehicle automatic transmission as described above, the volume in the switching valve increases in association with the movement of the valve of the switching valve in a state where the control valve is in communication with the drain port. As a result, a negative pressure may be generated in the oil passage. In this case, there was a risk that hydraulic fluid containing foreign matter would flow from the drain port of the control valve due to the negative pressure.

  The present invention has been made against the background of the above circumstances, and an object of the present invention is to provide a hydraulic circuit for an automatic transmission for a vehicle that suppresses suction of foreign matter from a drain port of a control valve. is there.

  In order to achieve this object, the gist of the invention according to claim 1 is that a switching valve that is actuated by switching the position of the valve element and a drain port are provided via an oil passage. A hydraulic circuit of an automatic transmission for a vehicle having a control valve connected directly or indirectly, and the oil passage is negatively affected by an increase in volume in the switching valve related to movement of a valve element of the switching valve. When pressure is about to be generated, a volume complementing device that temporarily supplements the oil passage with hydraulic oil and suppresses the generation of negative pressure in the oil passage is included.

  The gist of the invention according to claim 2 is that, in the invention according to claim 1, (a) the control valve is provided with a first port communicating with the drain port by being operated in a first state. (B) the switching valve includes a first oil chamber whose volume is increased or decreased by movement of the valve element, and a second port communicating with the first oil chamber, and (c) the volume complementing device Comprises a hydraulic oil storage chamber for storing hydraulic oil, and a third port communicating with the hydraulic oil storage chamber, and (d) the oil passage connects the first port and the second port. And (e) the volume complementation device is configured such that the control valve is operated to a first state and the volume of the first oil chamber is increased. When negative pressure is about to occur in the oil passage, the hydraulic oil in the hydraulic oil storage chamber It is intended to flow into the oil passage.

  The gist of the invention according to claim 3 is that, in the invention according to claim 1, (a) the switching valve includes a control pressure introduced into the control pressure chamber and a biasing force of a spring disposed in the spring chamber. (B) the control valve is an electromagnetic valve that generates a control pressure introduced into the control pressure chamber of the pump switching valve, and (c) The oil passage introduces the control pressure from the solenoid valve into a control pressure chamber of the pump switching valve corresponding to the solenoid valve, and (d) the volume complementing device includes the pump switching valve. When a negative pressure is to be generated in the oil passage in association with an increase in the volume in the control pressure chamber due to the operation of the valve element, the hydraulic oil corresponding to the increased volume flows into the oil passage from the hydraulic oil storage chamber. It is something to be made.

  The gist of the invention according to claim 4 is that, in the invention according to claim 1, (a) the switching valve includes a control pressure introduced into the control pressure chamber and a biasing force of a spring arranged in the spring chamber. (B) The control valve is a flow control valve for speed increase and a flow control valve for speed reduction. A speed increasing solenoid valve and a speed reducing solenoid valve for generating a control pressure introduced into the control pressure chamber of each of the valves, and (c) the oil passage includes the speed increasing solenoid valve and the speed reducing solenoid valve. A control pressure from one of the solenoid valves is introduced into the control pressure chamber of the flow control valve corresponding to the solenoid valve and the spring chamber of the other flow control valve; and (d) The volume complementing device is used to operate a valve element of the flow control valve for speed increase or the flow control valve for speed reduction. Thus, when a negative pressure is to be generated in the oil passage in relation to the increase in the volume of the spring chamber, the hydraulic oil corresponding to the increased volume is caused to flow into the oil passage from the hydraulic oil storage chamber.

  Further, the gist of the invention according to claim 5 is that, in the invention according to claim 4, (a) the automatic transmission includes an input side variable pulley that is rotated integrally with the input shaft, and a rotation that is integrated with the output shaft. Output side variable pulleys, and belts wound between the input side variable pulleys and the output side variable pulleys, and (b) continuously changing the driving force input from the input shaft. (C) the speed increasing flow control valve and the deceleration flow control valve control the flow rate of the hydraulic oil supplied to the input side variable pulley. Is.

  Further, the gist of the invention according to claim 6 is that, in the invention according to claim 4 or 5, the volume by the movement of the position of the valve element of the flow rate control valve according to the change of the control pressure from the electromagnetic valve. The biasing force of the spring for controlling the position of the piston for changing the volume of the hydraulic oil storage chamber of the volume complementing device and the valve element thereof so as to cancel the negative pressure that is to be generated in the oil passage due to the increase The hydraulic action area is determined.

  According to the hydraulic circuit of the automatic transmission for a vehicle of the invention according to claim 1, when a negative pressure is about to be generated in the oil passage due to an increase in the volume of the switching valve related to the movement of the valve element of the switching valve. In addition, since the volume complement device includes a volume complement device that temporarily supplements the oil passage with hydraulic oil and suppresses the generation of negative pressure in the oil passage, the volume complement device suppresses the negative pressure in the oil passage. Suction of foreign matter from the drain port of the control valve can be suppressed.

  According to the hydraulic circuit of the automatic transmission for a vehicle according to the second aspect of the present invention, (a) the control valve includes a first port that communicates with the drain port by being operated to a first state; ) The switching valve includes a first oil chamber whose volume is increased or decreased by movement of the valve element, and a second port communicating with the first oil chamber, and (c) the volume complementing device includes hydraulic oil. (D) The oil passage connects the first port and the second port, and the third port communicates with the hydraulic oil storage chamber. (E) the volume complementation device is configured such that the control valve is actuated to the first state and the volume of the first oil chamber is increased to increase the volume of the first oil chamber. When negative pressure is about to be generated, the hydraulic oil in the hydraulic oil reservoir is caused to flow into the oil passage. Therefore, the hydraulic oil storage chamber of the volume complementing device generates negative pressure in the oil passage when the control valve is operated to the first state and the volume of the first oil chamber increases. When trying to do so, hydraulic oil is caused to flow into the oil passage, so that negative pressure in the oil passage is suppressed.

  According to the hydraulic circuit of the automatic transmission for a vehicle of the invention according to claim 3, (a) the switching valve is responsive to a control pressure introduced into the control pressure chamber and a biasing force of a spring disposed in the spring chamber. (B) the control valve is an electromagnetic valve that generates a control pressure introduced into a control pressure chamber of the pump switching valve, and (c) the oil passage is The control pressure from the solenoid valve is introduced into a control pressure chamber of the pump switching valve corresponding to the solenoid valve, and (d) the volume complementing device is a valve element of the pump switching valve. When a negative pressure is to be generated in the oil passage in association with an increase in volume in the control pressure chamber due to operation, the hydraulic oil corresponding to the increase in volume is caused to flow into the oil passage from the hydraulic oil storage chamber. Therefore, when the hydraulic oil in the hydraulic oil storage chamber is caused to flow into the oil passage, Since the increase in volume can be reduced or offset, negative pressure in the oil passage can be suppressed.

  According to the hydraulic circuit for an automatic transmission for a vehicle according to a fourth aspect of the present invention, (a) the switching valve is responsive to a control pressure introduced into the control pressure chamber and a biasing force of a spring disposed in the spring chamber. A speed increasing flow control valve and a speed reducing flow control valve whose position of the valve element is switched, and (b) the control valve controls each of the speed increasing flow control valve and the speed reducing flow control valve. A speed increasing solenoid valve and a speed reducing solenoid valve for generating a control pressure introduced into the pressure chamber, and (c) the oil passage is any one of the speed increasing solenoid valve and the speed reducing solenoid valve. Introducing the control pressure from one of the solenoid valves into the control pressure chamber of the flow control valve corresponding to the solenoid valve and the spring chamber of the other flow control valve, and (d) the volume complementing device The capacity of the spring chamber is determined by the movement of the valve element for the speed increasing flow control valve or the speed reducing flow control valve. When a negative pressure is to be generated in the oil passage in relation to the increase in volume, the hydraulic oil corresponding to the increase in volume is caused to flow into the oil passage from the hydraulic oil storage chamber. Since the hydraulic oil is allowed to flow into the oil passage, the volume increase can be reduced or offset, so that the negative pressure in the oil passage can be suppressed.

  According to the hydraulic circuit of the vehicle automatic transmission of the invention according to claim 5, the automatic transmission includes an input side variable pulley that is rotated integrally with the input shaft, and an output side variable pulley that is rotated integrally with the output shaft. A continuously variable transmission that includes a belt wound between the input-side variable pulley and the output-side variable pulley, and that continuously shifts the driving force input from the input shaft and outputs it from the output shaft. The speed increasing flow rate control valve and the deceleration flow rate control valve control the flow rate of the hydraulic fluid supplied to the input side variable pulley, so that a practical belt type continuously variable transmission is achieved. With respect to the hydraulic circuit that generates the hydraulic pressure for controlling the operation of the machine, it is possible to suppress the suction of foreign matter from the drain port of the electromagnetic valve provided in the hydraulic circuit.

  According to the hydraulic circuit of the automatic transmission for a vehicle of the invention according to claim 6, the inside of the oil passage is increased by the increase in volume due to the movement of the position of the valve element of the flow control valve according to the change of the control pressure from the electromagnetic valve. The biasing force of the spring for controlling the piston position for changing the volume of the hydraulic oil storage chamber of the volume complementing device and the hydraulic action area of the valve are determined so as to cancel the negative pressure to be generated in Therefore, the piston that changes the volume of the hydraulic oil storage chamber of the volume complementing device can offset the increase in volume caused by the movement of the position of the valve element of the flow control valve, and the oil passage Inflow of hydraulic oil from the drain port of the solenoid valve that communicates can be reliably prevented.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the following embodiments, the drawings are simplified, and the dimensions and the like of each part are not necessarily drawn accurately.

  FIG. 1 is a skeleton diagram of a vehicle drive device 10 to which the present invention is applied. This vehicle drive device 10 is of a horizontal type and is suitably employed in an FF (front engine / front drive) type vehicle, and includes an engine 12 as an internal combustion engine used as a drive source for traveling. The output of the engine 12 is transmitted from the torque converter 14 to the differential gear device 22 via the forward / reverse switching device 16, the belt-type continuously variable transmission 18 that functions as an automatic transmission, and the reduction gear mechanism 20. Distributed to the rings 24L, 24R.

  The torque converter 14 corresponds to a fluid transmission device, and includes a pump impeller 14p connected to the crankshaft 26 of the engine 12 and a turbine impeller 14t connected to the forward / reverse switching device 16 via the turbine shaft 28. Therefore, power is transmitted through the fluid. Further, a lock-up clutch 30 is provided between the pump impeller 14p and the turbine impeller 14t so that they can be integrally connected to be integrally rotated. The pump impeller 14p is used for controlling the transmission of the continuously variable transmission 18, generating belt clamping pressure, controlling the engagement release of the lockup clutch 30, or supplying lubricating oil to each part. A mechanical oil pump 32 that generates hydraulic pressure is provided.

  In addition, when the hydraulic pressure of the engagement side oil chamber 14a of the lockup clutch 30 is increased in the torque converter 14 and the lockup clutch 30 is engaged with the front cover 14f of the torque converter 14, the rotation of the crankshaft 26 is locked up. It is transmitted directly to the turbine shaft 28 via the clutch 30. Further, in the torque converter 14, when the hydraulic pressure in the release side oil chamber 14b of the lockup clutch 30 is increased, the lockup clutch 30 is separated from the front cover 14f and the lockup is released.

  The forward / reverse switching device 16 is composed of a double pinion type planetary gear device, the turbine shaft 28 of the torque converter 14 is connected to the sun gear 16s, and the input shaft 34 of the continuously variable transmission 18 is connected to the carrier 16c. ing. When the forward clutch C1 disposed between the carrier 16c and the sun gear 16s is engaged, the forward / reverse switching device 16 is rotated integrally so that the turbine shaft 28 is directly connected to the input shaft 34, and the forward direction. Is transmitted to the drive wheels 24R, 24L. When the reverse brake B1 disposed between the ring gear 16r and the housing 36 is engaged and the forward clutch C1 is released, the input shaft 34 is rotated reversely with respect to the turbine shaft 28. The driving force in the reverse direction is transmitted to the drive wheels 24R and 24L.

  The continuously variable transmission 18 includes a primary sheave (input-side variable pulley) 38 that can be rotated integrally with the input shaft 34 and a variable effective diameter that can be rotated integrally with the output shaft 40. Secondary sheave (output-side variable pulley) 42, primary sheave 38, and transmission belt (belt) 44 wound around the secondary sheave 42, and the primary sheave from the input shaft 34 of the continuously variable transmission 18. The power introduced into the sheave 38 is steplessly changed and transmitted from the secondary sheave 42 to the output shaft 40 of the continuously variable transmission 18 via the transmission belt 44.

  The primary sheave 38 and the secondary sheave 42 each have a variable V-groove width and are configured to include hydraulic cylinders 38s and 42s. The hydraulic pressure of the hydraulic cylinder 38s of the primary sheave 38 is controlled by a transmission ratio control circuit 46 (see FIG. 2). By being controlled, the V-groove widths of the primary sheave 38 and the secondary sheave 42 are changed, the hook diameter of the transmission belt 44, that is, the effective diameter is changed, and the speed ratio γ is continuously changed.

  FIG. 2 shows the overall structure of the hydraulic circuit 48 of the continuously variable transmission 18. The hydraulic circuit 48 includes a transmission ratio control circuit 46, a pump drive state switching circuit 50, a clutch pressure switching circuit 52, The lockup control circuit 54 is configured.

  As shown in FIG. 3, the pump drive state switching circuit 50 is discharged from an oil pump 32 which is a three-gear arrangement type gear pump having a pair of suction ports 32a and 32b and a pair of discharge ports 32c and 32d, and a discharge port 32c. A pump switching valve (switching valve) 60 for switching the working oil to the oil passage 56 of the discharge port 32d or the oil passage 58 of the suction port 32a, and a line for regulating the working oil pumped up from the oil pump 32 to the first line pressure PL1. A pressure regulating valve 62 and a line pressure control linear solenoid valve SLS are provided and configured.

  The line pressure regulating valve 62 is a relief valve type regulating valve, and is provided with a supply port 62a to which hydraulic oil pumped up by the oil pump 32 is supplied, and a relief port 62b for relief of the hydraulic oil supplied to the supply port 62a. And a feedback port 62c to which the first line pressure PL1 is supplied and a pilot port 62d to which the signal pressure PSLS of the linear solenoid valve SLS is supplied. The first line pressure PL1 is adjusted by adjusting the relief amount by the spool valve element 63 that is operated in accordance with the signal pressure PSLS from the linear solenoid valve SLS controlled based on the control signal.

  As shown in FIG. 4, the transmission ratio control circuit 46 includes a primary sheave pressure regulating valve 64 that regulates the primary sheave pressure Ppri of the hydraulic cylinder 38s of the primary sheave 38, a primary sheave pressure control linear solenoid valve SLP, and a secondary sheave. And a secondary sheave pressure regulating valve 66 that regulates the secondary sheave pressure Psec of the 42 hydraulic cylinders 42s.

  The primary sheave pressure regulating valve 64 is a pressure reducing valve type regulating valve, and is supplied to the line pressure supply port 64a to which the first line pressure PL1 regulated by the line pressure regulating valve 62 is supplied, and to the line pressure supply port 64a. A drain port 64b for draining the supplied hydraulic oil, a feedback port 64c to which the primary sheave pressure Ppri is supplied, and a pilot port 64d to which the signal pressure PSLP of the linear solenoid valve SLP is supplied are provided by the electronic control unit. The primary sheave pressure Ppri is regulated by the spool valve element 65 that is operated in accordance with the signal pressure PSLP of the linear solenoid valve SLP that is controlled so as to obtain the optimum gear ratio γ, and the primary sheave pressure Ppri is supplied to the hydraulic cylinder 38s. To do.

  The secondary sheave pressure regulating valve 66 is a pressure reducing valve type regulating valve, and is supplied to the line pressure supply port 66a to which the first line pressure PL1 regulated by the line pressure regulating valve 62 is supplied, and to the line pressure supply port 66a. A drain port 66b for draining the supplied hydraulic oil, a feedback port 66c to which the secondary sheave pressure Psec is supplied, and a pilot port 66d to which the signal pressure PSLS of the linear solenoid valve SLS is supplied are provided. The secondary sheave pressure Psec is regulated by a spool valve element 67 that is operated according to the signal pressure PSLS of the linear solenoid valve SLS that is controlled so as not to cause slippage in the transmission belt 44 between the sheave 38 and the secondary sheave 42. The secondary sheave pressure Psec is applied to the hydraulic cylinder 42s. To feed.

  As shown in FIG. 5, the clutch pressure switching circuit 52 is based on a manual valve 68 that is switched according to the position of a shift lever (not shown) and a first modulator pressure (control pressure) PM1 that is regulated to a substantially constant value. The clutch transient pressure regulating valve 70 that regulates and outputs the engagement transient hydraulic pressure by the signal pressure PSLS of the linear solenoid valve SLS, and the clutch transient pressure regulated by the clutch transient pressure regulating valve 70 and the first modulator pressure ( And a clutch pressure switching valve 74 for supplying a control pressure PM1 to the switching manual valve 68 by a solenoid valve (control valve) 72. The electromagnetic valve 72 switches the position of the valve element of the electromagnetic valve 72 by the electronic control device, the drain port 72a for discharging the hydraulic oil, the supply port 72b to which the second modulator pressure (control pressure) PM2 is supplied. This is a three-way valve having an output port (first port) 72c that is selectively communicated with the drain port 72a or the supply port 72b.

  The clutch pressure switching valve 74 includes a modulator pressure supply port 74a to which the first modulator pressure PM1 is supplied, a first supply port 60a of the pump switching valve 60 and an after-mentioned lockup control valve 78 through an oil passage 76. The pressure is regulated by the output port 74b communicating with the up release port 78a, the signal pressure chamber 74c to which the second modulator pressure PM2 outputted from the electromagnetic valve 72 is supplied by the electronic control unit, and the clutch transient pressure regulating valve 70. A supply port 74d for supplying the clutch transient pressure and an output port 74e for outputting the clutch transient pressure or the first modulator pressure PM1 from the clutch pressure switching valve 74 to the supply port 68a of the manual valve 68 are provided. The second modulator pressure PM2 is not supplied to the signal pressure chamber 74c and the valve element 74f is spring-loaded. In the transitional state of engagement held in the original position according to the urging force of 4 g, that is, the right half of the center line of the clutch pressure switching valve 74, the modulator pressure supply port 74a and the output port 74b communicate with each other via the oil passage 76. Thus, the first modulator pressure PM1 (control pressure) is supplied to the control pressure chamber 60i of the first supply port 60a of the pump switching valve 60 and the forced lockup release port 78a of the lockup control valve 78. Further, in the above-described engagement transition state, the supply port 74d and the output port 74e are communicated with each other, so that the clutch transient pressure regulated from the first modulator pressure PM1 by the clutch transient pressure regulating valve 70 is the supply port 68a of the manual valve 68. To be supplied.

  Further, the second modulator pressure PM2 is supplied from the electromagnetic valve 72 to the signal pressure chamber 74c, and the valve element 74f moves toward the spring 74g against the urging force of the spring 74g, that is, the center line of the clutch pressure switching valve 74. In the left half state, the modulator pressure supply port 74a and the output port 74e communicate with each other, and the first modulator pressure PM1, that is, the engagement hydraulic pressure is supplied to the supply port 68a of the manual valve 68.

  The engagement hydraulic pressure or the clutch transient pressure output from the output port 74 e of the clutch pressure switching valve 74 is supplied to the supply port 68 a of the manual valve 68, and is applied to the reverse brake B 1 or the forward clutch C 1 depending on the position of the manual valve 68. It is not supplied to the reverse brake B1 and the forward clutch C1. That is, when the shift lever position is L or D, the hydraulic oil supplied to the supply port 68a is supplied to the forward clutch C1, and when the shift lever position is R, the operation oil supplied to the supply port 68a. The oil is supplied to the reverse brake B1. When the position of the shift lever is N or P, the hydraulic oil supplied to the supply port 68a is not supplied to the forward clutch C1 and the reverse brake B1.

  As shown in FIG. 6, the lock-up control circuit 54 includes a solenoid valve 82 that is a three-way valve having a drain port 82a, a supply port 82b, and an output port 82c that are substantially the same as the solenoid valve 72. The torque converter 14 includes a lock-up control valve 78 that switches the lock-up clutch 30 of the torque converter 14 to a lock-up engaged state or a lock-up released state by the second modulator pressure PM2 that is output on and off.

  The lock-up control valve 78 includes a forced lock-up release port 78a communicating with the output port 74b of the clutch pressure switching valve 74 described above via the oil passage 76, and the second line pressure output from the second line pressure regulating valve 80. A first supply port 78b and a second supply port 78c to which PL2 is supplied; a signal pressure chamber 78d to which the second modulator pressure PM2 output from the electromagnetic valve 82 is supplied; and an input port 74h of the clutch pressure switching valve 74; The output port 78e that communicates via the oil passage 84, the first output port 78f that communicates via the first oil passage 86 with the release side oil chamber 14b of the torque converter 14, and the hydraulic oil in the release side oil passage 14b. A drain port 78g that drains via the first oil passage 86, and a second output port that communicates with the engagement side oil chamber 14a of the torque converter 14 via the second oil passage 88. 78h, and the second modulator pressure PM2 is not supplied from the electromagnetic valve 82 to the signal pressure chamber 78d, and the valve element 78i is held in the original position according to the urging force of the spring 78j, that is, lockup control. In the state shown in the left half of the center line of the valve 78, the first supply port 78b communicates with the first output port 78f, and the second line pressure PL2 is supplied to the release-side oil chamber 14b. The lockup is released.

  Further, when the second modulator pressure PM2 is supplied from the electromagnetic valve 82 to the signal pressure chamber 78d, the valve element 78i is moved to the spring 78j side, that is, the lower side in FIG. 6 against the urging force of the spring 78j. In the up-on state, the first output port 78f and the drain port 78g communicate with each other, whereby the hydraulic fluid in the release-side oil chamber 14b is trained, and the second supply port 78c and the second output port 78h communicate with each other. Because the second supply port 78c communicates with the engagement side oil chamber 14a via the second oil passage 88, the second line pressure PL2 is supplied to the engagement side oil chamber 14a, so that the lockup clutch 30 is locked up. It becomes a state. In this state, the signal pressure chamber 78d and the output port 78e communicate with each other, and the second modulator pressure PM2 is supplied to the input port 74h of the clutch pressure switching valve 74 via the oil passage 84. Further, as shown in FIG. 5, the clutch pressure switching valve 74 has the second modulator pressure PM2 from the electromagnetic valve 82 to the input port even when the second modulator pressure PM2 is not supplied from the electromagnetic valve 72 to the signal pressure chamber 74c. By being supplied to 74h, the valve element 74f moves to the spring 74g side against the urging force of the spring 74g, and can be engaged.

  Returning to FIG. 3, the pump switching valve 60 of the pump drive state switching circuit 50 includes a supply port 60 b for supplying hydraulic oil discharged from the discharge port 32 c of the oil pump 32, and the hydraulic oil supplied to the supply port 60 b. From the output port 74b of the clutch pressure switching valve 74 to the oil path 58, the second output port 60d to output the hydraulic oil supplied to the supply port 32c to the oil path 58, A first supply port 60a that communicates via 76, a second supply port (second port) 60e that supplies the modulator pressure PM2 output from the solenoid valve 72 via the oil passage 90, and a spring (spring) 60g. And a spring chamber 60j in which a spool valve element (valve) 60f is a spring 60g as shown in the right half of the center line of the pump switching valve 60. The state in which the second modulator pressure PM2 from the electromagnetic valve 72 is not supplied and the second modulator pressure PM2 is supplied from the electromagnetic valve 82 via the oil passage 84. Is supplied to the input port 74h of the clutch pressure switching valve 74 and the clutch pressure switching valve 74 is in the engaged state, and the first modulator pressure (control pressure) PM1 is supplied via the oil passage 76 to the control pressure chamber 60i of the first supply port 60a. In this state, the supply port 60b and the second output port 60d communicate with each other, and the hydraulic oil discharged from the discharge port 32c through the oil passage 58 is supplied to the suction port 32a and the oil pan, and is hydraulically supplied from the oil pump 32. The amount of oil supplied into the circuit 48 is reduced.

  Further, the second modulator pressure (control pressure) PM2 is supplied from the electromagnetic valve 72 through the oil passage 90 to the control pressure chamber (first oil chamber) 60h of the second supply port 60e of the pump switching valve 60, or The second modulator pressure PM2 is not supplied from the electromagnetic valve 82 to the input port 74h of the clutch pressure switching valve 74 via the lockup control valve 78 and the oil passage 84, and the first modulator pressure PM1 is not supplied to the clutch pressure switching valve 74. By being supplied to the control pressure chamber 60i of the first supply port 60a of the pump switching valve 60, the spool valve element 60f resists the biasing force of the spring 60g by the first modulator pressure PM1 or the second modulator pressure PM2 which is the control pressure. Then, it is moved to the spring 60g side. As a result, the hydraulic fluid discharged from the discharge port 32 c of the oil pump 32 communicates with the supply port 60 b and the first output port 60 c and is combined with the hydraulic oil discharged from the discharge port 32 d of the oil pump 32 in the oil passage 56. This is supplied to the circuit 48.

  Therefore, the discharge amount of the oil pump 32 is switched by using the electromagnetic valves 72 and 82 used for controlling the clutch pressure switching valve 74 and the lockup control valve 78 provided in the hydraulic circuit 48. Because the number of solenoid valves can be reduced compared to the hydraulic circuit that switches the discharge amount of the oil pump using a solenoid valve dedicated to the oil pump, as in the conventional case, The manufacturing cost of the hydraulic circuit can be reduced.

  When the engine is started, the clutch pressure switching valve 74 is in an engagement transient state due to the urging force of the spring 74g, and the output port (first port) 72c and the drain port 72a are in communication with the electromagnetic valve 72 in the off state. . When the engine starts, the hydraulic pressure rises from the oil pump 32, and the first modulator pressure PM1 also rises. Therefore, the first modulator pressure PM1 is supplied to the control pressure chamber 60i of the first supply port 60a of the pump switching valve 60 via the clutch pressure switching valve 74, and the spool valve element 60f is moved to the spring 60g side. The volume of the control pressure chamber (first oil chamber) 60h that communicates with the second supply port 60e increases, and negative pressure is generated in the oil passage 90 that communicates therewith, so that foreign matter is contained from the drain port 72a of the solenoid valve 72. Oil may be inhaled.

  Therefore, in the hydraulic circuit 48, when a negative pressure is generated in the oil passage 90 due to an increase in the volume of the control pressure chamber 60h related to the movement of the spool valve element 60f of the pump switching valve 60, the oil passage 90 In addition, a volume complementing device 92 that temporarily supplements hydraulic oil and suppresses the generation of negative pressure in the oil passage 90 is provided.

  As shown in FIG. 3, the volume complementing device 92 includes a hydraulic oil storage chamber 92 a that stores hydraulic oil, and an output port (third port) that communicates with the oil passage 90 via the hydraulic oil storage chamber 92 a and the oil passage 94. ) 92b and an input port 92c communicating with the oil passage 76 through the oil passage 96. The clutch pressure switching valve 74 is provided in the control pressure chamber 60i of the first supply port 60a of the pump switching valve 60. When the first modulator pressure PM1 is supplied through the spool valve element 60f to the spring 60g side, the volume in the control pressure chamber (first oil chamber) 60h in the second supply port 60e increases, and the oil passage When a negative pressure is to be generated in the pressure chambers 90 and 94, the volume of the hydraulic oil storage chamber 92a is reduced by an amount corresponding to the increase in the volume in the control pressure chamber 60h, and the oil passage 90 enters the oil passage 90 from the output port 92b. Product Generation of the negative pressure of the oil is supplied by the volume increase in the control pressure chamber 60h oil passage 90 is prevented.

  Further, the first modulator pressure PM1 is supplied to the control pressure chamber 60i of the first input port 60a of the pump switching valve 60, and the spool valve element 60f moves to the spring 60g side against the biasing force of the spring 60g. The volume increase amount in the control pressure chamber 60h of the second supply port 60e is such that the valve element 92d moves toward the spring 92e against the spring 92e by the first modulator pressure PM1 input to the input port 92c of the volume complementing device 92. This is substantially the same as the volume reduction amount in the hydraulic oil storage chamber 92a which is reduced by being set, and the hydraulic action area of the valve element 92d and the biasing force of the spring 92e are set so as to be so. For example, the urging force of the spring 60g of the pump switching valve 60 and the spring 92e of the volume complementing device 92 are made the same, and the hydraulic action area S1 of the spool valve element 60f in the control pressure chamber 60h of the pump switching valve 60 and the first The difference in hydraulic pressure action area (S3-S2) of the spool valve element 60f in the control pressure chamber 60i of the input port 60a and the hydraulic pressure action area S4 of the valve element 92d in the input port 92c of the volume complementing device 92 are the same. It is.

  Furthermore, by increasing the hydraulic pressure area S4 of the valve element 92d, the volume reduction amount in the hydraulic oil storage chamber 92 is increased, that is, the amount of hydraulic oil supplied from the hydraulic oil storage chamber 92a into the oil passage 90 is increased. By reducing the urging force of the spring 92e, the volume reduction amount in the hydraulic oil storage chamber 92a is increased, that is, the amount of hydraulic oil supplied from the hydraulic oil storage chamber 92a into the oil passage 90 is increased. The device 92 can be changed to a shape suitable for its hydraulic circuit.

  According to the hydraulic circuit 48 of the vehicle automatic transmission of the present embodiment, a negative pressure will be generated in the oil passage 90 due to the increase in the volume in the control pressure chamber 60h related to the movement of the spool valve element 60f of the pump switching valve 60. In this case, since the oil volume 90 includes a volume complement device 92 that temporarily supplements the hydraulic oil in the oil channel 90 and suppresses the generation of negative pressure in the oil channel 90, Since the negative pressure inside is suppressed, it is possible to suppress the suction of foreign matter from the drain port 72a of the solenoid valve 72.

  Further, according to the hydraulic circuit 48 of the vehicle automatic transmission of the present embodiment, (a) the electromagnetic valve 72 has the output port 72c that communicates with the drain port 72a when operated in the non-operating state, that is, the first state. (B) The pump switching valve 60 includes a control pressure chamber 60h whose volume increases or decreases as the spool valve element 60f moves, and a second supply port 60e that communicates with the control pressure chamber 60h. The volume complementing device 92 includes a hydraulic oil storage chamber 92a that stores hydraulic oil, and an output port 92b that communicates with the hydraulic oil storage chamber 92a. (D) The oil passage 90 includes an output port 72c and a second output channel 92b. The supply port 60e is connected to the output port 92b. (E) The volume complementing device 92 is configured such that the electromagnetic valve 72 is operated to the first state and the volume of the control pressure chamber 60h is increased. By doing Therefore, when a negative pressure is to be generated in the oil passage 90, the hydraulic oil in the hydraulic oil storage chamber 92a is caused to flow into the oil passage 90. When the valve 72 is operated to the first state and the negative pressure is generated in the oil passage 90 due to the increase in the volume of the control pressure chamber 60h, the hydraulic oil is caused to flow into the oil passage 90. The negative pressure in the oil passage 90 is suppressed.

  Further, according to the hydraulic circuit 48 of the vehicle automatic transmission of this embodiment, (a) the pump switching valve 60 includes the first modulator pressure PM1 and the second modulator pressure PM2 introduced into the control pressure chambers 60h and 60i. The position of the valve element 60f is switched according to the urging force of the spring 60g disposed in the spring chamber 60j. (B) The electromagnetic valve 72 is a second valve introduced into the control pressure chamber 60h of the pump switching valve 60. (C) The oil passage 90 uses the second modulator pressure PM2 from the solenoid valve 72 as the control pressure chamber 60h of the pump switching valve 60 corresponding to the solenoid valve 72. (D) The volume complementing device 92 will generate a negative pressure in the oil passage 90 in association with the increase in the volume in the control pressure chamber 60h due to the operation of the valve element 60f of the pump switching valve 60. The volume Since the increased amount of hydraulic oil is caused to flow from the hydraulic oil storage chamber 92a into the oil passage 90, the volume of the hydraulic oil increased by the hydraulic oil in the hydraulic oil storage chamber 92a being caused to flow into the oil passage 90. Therefore, the negative pressure in the oil passage 90 can be suppressed.

  Next, another embodiment of the present invention will be described. In the following description, parts common to the above-described embodiments are denoted by the same reference numerals and description thereof is omitted.

  The hydraulic circuit of the vehicle automatic transmission according to the present embodiment includes a flow rate control valve (switching valve) 100 for increasing the hydraulic pressure of the hydraulic cylinder 38s of the primary sheave 38 and a flow rate control valve (switching valve) 102 for deceleration. 7 is the same as the hydraulic circuit 48 of the vehicle automatic transmission according to the above-described embodiment except that the transmission ratio control circuit 98 is used to control the flow rate of hydraulic oil. FIG. 7 is a diagram for explaining the transmission ratio control circuit 98. It is.

  As shown in FIG. 7, the transmission ratio control circuit 98 includes a speed increasing flow control valve 100 and a speed reducing flow control valve 102 for adjusting the primary sheave pressure Ppri of the hydraulic cylinder 38s of the primary sheave 38, and the primary sheave pressure. A control deceleration solenoid valve (control valve) 104, a speed increase solenoid valve (control valve) 106, and a secondary sheave pressure regulating valve 66 similar to those in the above-described embodiment are provided. Further, the speed increasing solenoid valve 106 and the speed reducing solenoid valve 104 have drain ports 104a and 106a substantially the same as the solenoid valve 72 of the above-described embodiment, and a modulator pressure PSM adjusted to a substantially constant hydraulic pressure. Supply ports 104b and 106b to be supplied and output ports (first ports) 104c and 106c communicating with the drain ports 104a and 106a or the supply ports 104b and 106b by switching the position of the valve element are provided.

  The speed increasing flow control valve 100 includes a line pressure supply port 100a to which the first line pressure PL1 regulated by the line pressure regulating valve 62 is supplied, and a hydraulic cylinder 38s of the primary sheave 38 via the CVT oil passage 108. The control pressure output from the CVT port 100b connected to, the deceleration port 100c connected to the flow control valve 102 for deceleration via the communication oil passage 110, and the output port 106c of the electromagnetic valve 106 for acceleration. And a spring chamber (first oil chamber) 100h in which a spring (spring) 100g is disposed, as shown in the left half of the center line of the flow control valve 100 for speed increase. In the closed state in which the valve element 100d is held in the original position according to the urging force of the spring 100g, the CVT port 100b and the deceleration port 100c are communicated with each other. Is, hydraulic oil of the hydraulic cylinder 38s of the primary sheave 38 is allowed to flow into the flow control valve 102 for decelerating through the CVT oil passage 108 and the communicating oil passage 110. On the other hand, when the control pressure PDS1 output by duty-controlling the speed increasing electromagnetic valve 106 by an electronic control device (not shown) is supplied to the control pressure chamber 100e, the speed increasing flow control valve 100 As shown in the right half of the center line, the valve element 100d is moved to the spring 100g side (upward in FIG. 7) against the urging force of the spring 100g according to the control pressure PDS1, and the line pressure supply port 100a and the CVT are moved. The first line pressure PL1 is supplied from the CVT oil passage 108 to the hydraulic cylinder 38s of the primary sheave 38 at a flow rate corresponding to the control pressure PDS1, and the V groove width of the primary sheave 38 becomes narrow. Accordingly, the continuously variable transmission 18 is upshifted, and the deceleration port 100c is shut off to reduce the flow control valve 102 for deceleration. Distribution of hydraulic oil to is prevented.

  The flow control valve 102 for deceleration is controlled by the CVT port 102a connected to the communication oil passage 110, the drain port 102b connected to the drain oil passage, and the output port 104c of the solenoid valve 104 for deceleration. A control pressure chamber 102d for introducing the pressure PDS2 and a spring chamber (first oil chamber) 102e in which a spring (spring) 102g is disposed are provided, which is shown in the right half of the center line of the flow control valve 102 for deceleration. Thus, in the closed state where the valve element 102c is held in the original position in accordance with the urging force of the spring 102g, the CVT port 102a and the drain port 102b are communicated with each other with a small flow cross-sectional area, and the valve element 102c operates with a slight flow rate of a leakage level. Oil is drained. On the other hand, when the control pressure PDS2 output when the electromagnetic valve 104 for deceleration is duty-controlled by the electronic control device is supplied to the control pressure chamber 102d, the valve element 102c is spring 102g according to the control pressure PDS2. The CVT port 102a and the drain port 102b are communicated with each other at the drain opening corresponding to the control pressure PDS2, and the primary sheave 38 is moved. The hydraulic oil in the hydraulic cylinder 38s is drained from the communication oil passage 110 through the drain port 102b at a flow rate corresponding to the control pressure PDS2, and the V groove width of the primary sheave 38 is widened, and the continuously variable transmission 18 is downshifted.

  That is, the control pressure PDS1 is output from the output port 106c of the speed increasing solenoid valve 106, and the control pressure PDS2 is not output from the output port 104c of the deceleration solenoid valve 104. The continuously variable transmission 18 is upshifted. When the control pressure PDS2 is output from the output port 104c of the deceleration solenoid valve 104 and the control pressure PDS1 is not output from the output port 106c of the acceleration solenoid valve 106. The continuously variable transmission 18 is downshifted. Further, when both the speed increasing solenoid valve 106 and the speed reducing solenoid valve 104 are in the OFF state, the first line hydraulic pressure PL1 is not supplied to the CVT oil passage 108 via the line hydraulic pressure supply port 100a. Further, since the CVT oil passage 108 and the drain port 102b of the deceleration flow control valve 102 do not communicate with each other, there is no change in the hydraulic pressure of the hydraulic cylinder 38s of the primary sheave 38, and the transmission ratio of the continuously variable transmission 18 is substantially constant. To be.

  The output port (first port) 104c of the deceleration solenoid valve 104 is connected to the second port 100i of the spring chamber 100h of the acceleration flow control valve 100 and the deceleration flow control valve 102 via the oil passage 112. The output port (first port) 106c of the speed increasing solenoid valve 106 is connected to the spring chamber 102e of the deceleration flow control valve 102 via the oil passage 114. The second port 102h communicates with the control chamber 100e of the speed increasing flow control valve 100. When the deceleration solenoid valve 104 is off, the output port 104c communicates with the drain port 104a. When the speed increase solenoid valve 106 is off, the output port 106c is connected to the drain port 104a. 106a.

  When the continuously variable transmission 18 is up-shifted, that is, the solenoid valve 106 for speed-up is in the on state and the solenoid valve 104 for deceleration is in the off-state, the speed ratio is constant, that is, the solenoid valve 106 for speed-up and the speed-reducing solenoid valve 106 When both of the solenoid valves 104 change to the OFF state, the speed increasing flow control valve 100 and the speed reducing flow control valve 102 start from the state on the right side of the center line shown in FIG. Since the control pressure PDS1 is no longer supplied to the control chamber 100e, the valve element 100d of the speed increasing flow control valve 100 is opposite to the spring 100g side by the urging force of the spring 100g, that is, downward as shown in FIG. As a result of the movement, the volume in the spring chamber 100 h increases and a negative pressure is generated in the oil passage 112. Therefore, there is a possibility that oil containing foreign matter or the like may be sucked from the drain port 104a of the deceleration solenoid valve 104 communicating with the oil passage 112.

  Further, when the continuously variable transmission 18 is downshifted, that is, the electromagnetic valve 106 for speed increase is in the OFF state and the electromagnetic valve 104 for deceleration is in the ON state, the speed ratio is constant, that is, the electromagnetic valve 106 for speed increase. When both the deceleration solenoid valve 104 changes to the OFF state, the acceleration flow control valve 100 and the deceleration flow control valve 102 start from the left half of the center line shown in FIG. 104 is turned off and the control pressure PDS2 is not supplied to the control chamber 102d. Therefore, the valve element 102c of the flow control valve 102 for deceleration is opposite to the spring 102g side by the urging force of the spring 102g, that is, upward as shown in FIG. As a result, the volume in the spring chamber 102e increases and a negative pressure is generated in the oil passage 114. Therefore, there is a possibility that oil containing foreign matter or the like is sucked from the drain port 106a of the speed increasing electromagnetic valve 106 communicating with the oil passage 114.

  Therefore, in the transmission ratio control circuit 98, the volume in the spring chambers 100h and 102e is increased in relation to the movement of the valve elements 100d and 102c of the speed increasing flow control valve 100 or the speed reducing flow control valve 102. When the negative pressure is about to be generated in the oil passages 112 and 114, the hydraulic fluid is temporarily supplemented to the oil passages 112 and 114, and the volume complement is suppressed to suppress the generation of the negative pressure in the oil passages 112 and 114. A device 120 is provided.

  The volume complementation device 120 includes a pair of hydraulic oil storage chambers 120 a and 120 b that store hydraulic oil, and an oil passage 114 via one hydraulic oil storage chamber 120 a and the oil passage 116 of the pair of hydraulic oil storage chambers 120 a and 120 b. Output port (third port) 120c communicating with the oil passage 112 via the oil passage 118 and the other hydraulic oil storage chamber 120b of the pair of hydraulic oil storage chambers 120a, 120b and the oil passage 118 ) 120d, and when the continuously variable transmission 18 changes from an upshift to a constant gear ratio, the speed increasing flow control valve 100 receives the control pressure PDS1 from the speed increasing electromagnetic valve 106. The control pressure PDS1 is not supplied from the speed increasing electromagnetic valve 106 from the state where the valve element 100d is moved to the spring 100g side against the urging force of the spring 100g. The volume in the spring chamber 100h is increased by moving to the opposite side of the spring 100g by the biasing force of the spring 100g, and if a negative pressure is generated in the oil passages 112 and 118, the volume in the spring chamber 100h is increased. The volume of the hydraulic oil storage chamber 120b is reduced by the volume increase, and the hydraulic oil is supplied from the output port 120d through the oil path 118 into the oil path 112 by the volume increase in the spring chamber 100h. Is prevented from occurring.

  Further, when the continuously variable transmission 18 changes from downshift to a constant gear ratio, the deceleration flow control valve 102 is supplied with the control pressure PDS2 from the solenoid valve 104 for deceleration to the control pressure chamber 102d and the valve element 102c. Since the control pressure PDS2 is not supplied from the deceleration solenoid valve 104 to the control pressure chamber 102d from the state where it is moved to the spring 102g against the urging force of the spring 102g, it is opposite to the spring 102g side by the urging force of the spring 102g. The volume in the spring chamber 102e of the flow control valve 102 for deceleration increases by moving to the side, and if negative pressure is generated in the oil passages 114 and 116, the volume increase in the spring chamber 102e is activated. The volume of the oil storage chamber 120a is reduced, and hydraulic oil flows from the output port 120c through the oil passage 116 into the oil passage 114. Generation of the negative pressure is prevented supplied by volume increase oil passage 114.

  Further, when the continuously variable transmission 18 changes from an upshift to a constant gear ratio, the volume increase amount in which the volume in the spring chamber 100h is increased by the movement of the valve element 100d by the biasing force of the spring 100g is a continuously variable transmission. When the machine 18 is upshifted, the control pressure PDS1 is supplied to the hydraulic oil storage chamber 120a via the oil passage 116, and the force generated by the difference in hydraulic pressure area of the valve element 120e in the hydraulic oil storage chamber 120a (S5-S6). (S5-S6) × PDS1 is substantially the same as the volume increase amount of the hydraulic oil storage chamber 120b that increases when the valve element 120e moves toward the spring 120f against the urging force of the spring 120f.

  Further, when the continuously variable transmission 18 changes from downshift to a constant gear ratio, the volume increase amount in which the volume in the spring chamber 102e is increased by the movement of the valve element 102c by the urging force of the spring 102g is the continuously variable transmission. When the machine 18 is downshifted, the control pressure PDS2 is supplied to the hydraulic oil storage chamber 120b through the oil passage 118, and the valve element is driven by the force S7 × PDS2 generated by the hydraulic pressure area S7 of the valve element 120e in the hydraulic oil storage chamber 120b. This is substantially the same as the volume increase amount of the hydraulic oil storage chamber 120a that increases when 120e moves toward the spring 120f against the urging force of the spring 120f.

  As described above, the volume increase amount in the spring chamber 100h and the control pressure PDS1 are supplied to the hydraulic oil storage chamber 120a, and the valve element is caused by the difference in the hydraulic action area of the valve element 120e of the hydraulic oil storage chamber 120a (S5-S6). The volume increase amount of the hydraulic oil storage chamber 120b, which is increased by moving the 120e to the spring 120f side, is substantially the same, and the volume increase amount of the spring chamber 102e and the control pressure PDS2 are supplied to the hydraulic oil storage chamber 120b. The volume increase amount of the hydraulic oil storage chamber 120a, which increases when the valve disc 120e is moved to the spring 120f side by the hydraulic action area (S7) of the valve disc 120e of the hydraulic oil storage chamber 120b, is substantially the same. The volume complementing device 120 includes a difference in hydraulic action area of the valve element 120e (S5-S6) and a hydraulic action area (S7) of the valve element 120e. One in which the biasing force of the spring 120f is set.

  For example, the urging forces of the springs 100g, 102g, and 120f of the volume complementing device 120, the speed increasing flow control valve 100, and the speed reducing flow control valve 102 are made the same, and the hydraulic pressure of the valve element 100d in the signal pressure chamber 100e. The difference between the working area S8 and the hydraulic working area S9 of the valve element 102c in the signal pressure chamber 102d and the hydraulic working area of the valve element 120e in the hydraulic oil storage chamber 120a (S5-S6) and the valve element in the hydraulic oil storage chamber 120b The hydraulic action area S7 of 120e is the same. Thereby, the volume complementation device 120 controls the position of the piston, which is the position of the valve element 120e, and changes the volume of the hydraulic oil storage chambers 120a and 120b, thereby suppressing the negative pressure in the oil passages 112 and 114.

  Further, when the control pressure PDS2 is supplied into the hydraulic oil storage chamber 120b by increasing the hydraulic pressure action area (S7) of the valve element 120e in the hydraulic oil storage chamber 120b, the volume increase amount in the hydraulic oil storage chamber 120a is increased. Becomes larger, the amount of hydraulic oil supplied from the hydraulic oil reservoir 120a into the oil passage 114 becomes larger, and the difference in the hydraulic action area of the valve element 120e in the hydraulic oil reservoir 120a (S5-S6) is increased. Accordingly, when the control pressure PDS1 is supplied into the hydraulic oil storage chamber 120a, the volume increase amount in the hydraulic oil storage chamber 120b increases, and the amount of hydraulic oil supplied from the hydraulic oil storage chamber 120b into the oil passage 112 increases. When the control pressures PDS1 and PDS2 are supplied into the hydraulic oil storage chambers 120a and 120b by reducing the biasing force of the spring 120f, the hydraulic oil storage chamber 120 is increased. , 120b increases in volume, and the amount of hydraulic oil supplied from the hydraulic oil storage chambers 120a, 120b into the oil passages 112, 114 increases. Can be changed.

  According to the hydraulic circuit 48 of the vehicle automatic transmission of the present embodiment, the oil passages 112 and 114 are caused by the increase in the volume of the flow control valves 100 and 102 related to the movement of the valve elements 100d and 102c of the flow control valves 100 and 102. When a negative pressure is to be generated in the oil passage 112, 114, the oil passage 112, 114 is temporarily supplemented with hydraulic oil to suppress the generation of the negative pressure in the oil passage 112, 114. Since the negative pressure in the oil passages 112 and 114 is suppressed by the volume complementing device 120, the suction of foreign matter from the drain ports 104a and 106a of the electromagnetic valves 104 and 106 can be suppressed.

  Further, according to the hydraulic circuit 48 of the vehicle automatic transmission of the present embodiment, (a) the solenoid valves 104 and 106 are operated to the first state, and thereby the first port 104c communicates with the drain ports 104a and 106a. , 106c, and (b) the flow control valves 100, 102 have spring chambers 100h, 102e that increase or decrease in volume as the valve elements 100d, 102c move, and are in communication with the spring chambers 100h, 102e. (C) The volume complementation device 120 includes hydraulic oil storage chambers 120a and 120b that store hydraulic oil, and third ports 120c and 120d that communicate with the hydraulic oil storage chambers 120a and 120b. (D) The oil passages 112 and 114 connect the first ports 104c and 106c and the second ports 100i and 102h, and pass through the oil passages 116 and 118. (E) The volume complementing device 120 is configured such that the solenoid valves 104 and 106 are operated in the first state and the volumes of the spring chambers 100h and 102e are increased. When the negative pressure is to be generated in the oil passages 112 and 114 due to the increase, the hydraulic oil in the hydraulic oil storage chambers 120a and 120b is caused to flow into the oil passages 112 and 114. In the hydraulic oil storage chambers 120a and 120b, when the solenoid valves 104 and 106 are operated to the first state and the volumes of the spring chambers 100h and 102e are increased, negative pressure is generated in the oil passages 112 and 114. In this case, since the hydraulic oil flows into the oil passages 112 and 114, the negative pressure in the oil passages 112 and 114 is suppressed.

  Further, according to the hydraulic circuit 48 of the vehicle automatic transmission of the present embodiment, (a) the flow control valves 100 and 102 are provided with the control pressures PDS1 and PDS2 introduced into the control pressure chambers 100e and 102d and the spring chambers 100h, A speed increasing flow rate control valve and a speed reducing flow rate control valve in which the positions of the valve elements 100d, 102c are switched in accordance with the urging forces of the springs 100g, 102g arranged in 102e, and (b) a solenoid valve 104, A speed increasing solenoid valve 106 and a speed reducing solenoid valve 106 generate control pressures PDS1 and PDS2 introduced into the control pressure chambers 100e and 102d of the speed increasing flow control valve 100 and the speed reducing flow control valve 102, respectively. (C) The oil passages 112 and 114 have control pressures from either one of the solenoid valve 104 for acceleration and the solenoid valve 104 for deceleration. DS1 and PDS2 are introduced into the control pressure chambers 100e and 102d of the flow control valves 100 and 102 corresponding to the electromagnetic valves 104 and 106 and the spring chambers 100h and 102e of the other flow control valves 100 and 102, (d) The volume complementing device 120 increases the volume of the spring chambers 100h and 102e of the flow rate control valves 100 and 102 by moving the valve elements 100d and 102c of the flow rate control valve 100 for acceleration or the flow rate control valve 102 for deceleration. In the case where a negative pressure is to be generated in the oil passages 112 and 114 in relation to the above, the hydraulic oil corresponding to the increased volume is caused to flow into the oil passages 112 and 114 from the hydraulic oil storage chambers 120a and 120b. The hydraulic oil in the hydraulic oil storage chambers 120a and 120b is caused to flow into the oil passages 112 and 114, whereby the spring chamber in the flow control valves 100 and 102 is obtained. 00h, it is possible to reduce or offset the volume increase in the 100 e, it is possible to suppress the negative pressure in the oil passage 112, 114.

  Further, according to the hydraulic circuit 48 of the vehicle automatic transmission of this embodiment, the automatic transmission includes a primary sheave 38 that is rotated integrally with the input shaft 34, and a secondary sheave 42 that is rotated integrally with the output shaft 40. And a transmission belt 44 wound between the primary sheave 38 and the secondary sheave 42, and continuously changing the driving force input from the input shaft 34 to output it from the output shaft 40. The speed increasing flow control valve 100 and the speed reducing flow control valve 102 are used to control the flow rate of the hydraulic oil supplied to the primary sheave 38, and are therefore practical belt-type continuously variable transmissions. Concerning the hydraulic circuit 48 for generating hydraulic pressure for controlling the operation of the machine, the drain ports 104a and 106a of the electromagnetic valves 104 and 106 provided in the hydraulic circuit 48 It is possible to suppress the suction of al foreign substance.

  Further, according to the hydraulic circuit 48 of the vehicle automatic transmission of the present embodiment, the positions of the valve elements 100d and 102c of the flow control valves 100 and 102 according to changes in the control pressures PDS1 and PDS2 from the electromagnetic valves 104 and 106. Hydraulic fluid storage chamber 120a of the volume complement device 120 so as to cancel out the negative pressure to be generated in the oil passages 112 and 114 due to the increase in the volume of the spring chambers 100h and 102e of the flow control valves 100 and 102 due to the movement of Since the biasing force of the spring 120f for controlling the piston position for changing the volume of 120b and the hydraulic action area (S7) and the difference (S5-S6) of the hydraulic action area of the valve element 120e are determined, Valves 100d, 100d of the flow control valves 100, 102 are provided by pistons that change the volumes of the hydraulic oil storage chambers 120a, 120b of the complement device 120. The drain ports of the electromagnetic valves 104 and 106 communicating with the oil passages 112 and 114 can cancel the volume increase of the spring chambers 100h and 102e in the flow control valves 100 and 102 due to the movement of the position 02c. The inflow of hydraulic oil from 104a, 106a can be reliably prevented.

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

  For example, in the hydraulic circuit 48 of the automatic transmission for a vehicle according to the present invention, the continuously variable transmission 18 is used in the hydraulic circuit 48, but a stepped transmission can be applied.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this is an embodiment to the last, and this invention implements in the aspect which added various change and improvement based on the knowledge of those skilled in the art. Can do.

1 is a skeleton diagram illustrating a vehicle drive device to which the present invention is preferably applied. It is a circuit diagram which shows the hydraulic circuit of the vehicle drive device of FIG. FIG. 3 is an enlarged view of the pump driving state switching circuit of FIG. 2 for explaining the pump driving state switching circuit. FIG. 3 is an enlarged view of the gear ratio control circuit of FIG. 2 for explaining the gear ratio control circuit. FIG. 3 is an enlarged view of the clutch pressure switching circuit of FIG. 2 in order to explain the clutch pressure switching circuit. FIG. 3 is an enlarged view of the lockup control circuit of FIG. 2 in order to explain the lockup control circuit. It is a figure explaining the gear ratio control circuit of the hydraulic circuit of the other Example of this invention, and respond | corresponds to FIG.

Explanation of symbols

18: continuously variable transmission 34: input shaft 38: primary sheave (input side variable pulley)
42: Secondary sheave (output-side variable pulley)
44: Transmission belt (belt)
48: Hydraulic circuit 60: Pump switching valve (switching valve)
60e: Second supply port (second port)
60f: Spool valve (valve)
60 g: Spring (spring)
60h: Control pressure chamber (first oil chamber)
60i: Control pressure chamber 60j: Spring chamber 72: Solenoid valve (control valve)
72a: Drain port 72c: Output port (first port)
90: Oil passage 92: Volume complementing device 92a: Hydraulic oil storage chamber 92b: Output port (third port)
100: Flow control valve for speed increase (switching valve)
100d: Valve 100e: Control pressure chamber 100g: Spring
100h: Spring chamber (first oil chamber)
100i: Second port 102: Deceleration flow control valve (switching valve)
102c: Valve element 102d: Control pressure chamber 102e: Spring chamber (first oil chamber)
102g: Spring (spring)
102h: Second port 104: Deceleration solenoid valve (control valve)
104a: Drain port 104c: Output port (first port)
106: Solenoid valve for speed increase (control valve)
106a: Drain port 106c: Output port (first port)
112: Oil passage 114: Oil passage 120: Volume complementing device 120a: Hydraulic oil storage chamber 120b: Hydraulic oil storage chamber 120c: Output port (third port)
120d: Output port (third port)
PM1: First modulator pressure (control pressure)
PM2: Second modulator pressure (control pressure)
PDS1: Control pressure PDS2: Control pressure PSM: Modulator pressure

Claims (6)

An automatic transmission for a vehicle comprising a switching valve that is operated by switching the position of a valve element, and a control valve that includes a drain port and is connected directly or indirectly to the switching valve via an oil passage. A hydraulic circuit,
When a negative pressure is to be generated in the oil passage due to an increase in the volume in the switching valve related to the movement of the valve element of the switching valve, hydraulic oil is temporarily supplemented in the oil passage to A hydraulic circuit for an automatic transmission for vehicles, comprising a volume complementation device that suppresses the generation of negative pressure. The control valve includes a first port that communicates with the drain port by being operated to a first state;
The switching valve includes a first oil chamber whose volume increases or decreases as the valve element moves, and a second port communicating with the first oil chamber,
The volume complementing device includes a hydraulic oil storage chamber that stores hydraulic oil, and a third port that communicates with the hydraulic oil storage chamber.
The oil passage connects the first port and the second port, and is connected to the third port,
When the control valve is operated to the first state and the volume of the first oil chamber is increased, negative pressure is generated in the oil passage when the control valve is operated in the first state. 2. The hydraulic circuit for an automatic transmission for a vehicle according to claim 1, wherein hydraulic oil in a storage chamber is caused to flow into the oil passage. The switching valve is a pump switching valve in which the position of the valve element is switched according to the control pressure introduced into the control pressure chamber and the biasing force of the spring disposed in the spring chamber,
The control valve is an electromagnetic valve that generates a control pressure introduced into a control pressure chamber of the pump switching valve,
The oil passage introduces the control pressure from the solenoid valve into a control pressure chamber of the pump switching valve corresponding to the solenoid valve,
When the negative pressure is to be generated in the oil passage in association with the increase in the volume in the control pressure chamber due to the operation of the valve of the pump switching valve, the volume complementing device operates the hydraulic oil corresponding to the volume increase. The hydraulic control circuit for an automatic transmission for a vehicle according to claim 1, wherein the hydraulic control circuit is configured to flow into the oil passage from an oil storage chamber. The switching valve is a speed increasing flow rate control valve and a speed reducing flow rate control valve in which the position of the valve element is switched according to the control pressure introduced into the control pressure chamber and the urging force of the spring arranged in the spring chamber. Yes,
The control valve is a speed increasing solenoid valve and a speed reducing solenoid valve for generating a control pressure introduced into each control pressure chamber of the speed increasing flow control valve and the speed reducing flow control valve,
In the oil passage, the control pressure from one of the solenoid valve for speed-up and the solenoid valve for deceleration is supplied to the control pressure chamber and the other flow rate of the flow control valve corresponding to the solenoid valve. Introducing into the spring chamber of the control valve,
The volume complementing device is configured to generate a negative pressure in the oil passage in association with an increase in the volume of the spring chamber due to an operation of a valve element of the speed increasing flow control valve or a speed reducing flow control valve. 2. The hydraulic control circuit for an automatic transmission for a vehicle according to claim 1, wherein hydraulic oil corresponding to the increase in volume is caused to flow into the oil passage from the hydraulic oil reservoir.   The automatic transmission includes an input side variable pulley that is integrally rotated with an input shaft, an output side variable pulley that is integrally rotated with an output shaft, and a belt that is wound between the input side variable pulley and the output side variable pulley. And a stepless transmission that continuously changes the driving force input from the input shaft and outputs the driving force from the output shaft, and the flow control valve for speed increase and the flow rate control valve for deceleration. The hydraulic circuit of the automatic transmission for a vehicle according to claim 4, which controls the flow rate of hydraulic oil supplied to the input side variable pulley.   The operation of the volume complementing device so as to cancel the negative pressure to be generated in the oil passage due to the increase in volume due to the movement of the position of the valve element of the flow rate control valve in accordance with the change in the control pressure from the electromagnetic valve. 6. The hydraulic circuit for a vehicle automatic transmission according to claim 4 or 5, wherein an urging force of a spring for controlling a position of a piston for changing a volume of the oil storage chamber and a hydraulic action area of the valve are defined.

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