JP2009133435A - Hydraulic control device of automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hydraulic control device of an automatic transmission, preventing a malfunction of switching a failure time shift stage switching valve, to a high speed stage side position, when traveling by a low speed side shift stage. <P>SOLUTION: In this hydraulic control device, in a first clutch apply relay valve 21, engaging pressure P<SB>C1</SB>of a clutch C-1 is inputted to an oil chamber 21b in advance 1-3 speed stages, and a spool 21p is switched to a right-half position for forming the advance 3-speed stage in failure against energizing force of a spring 21s, and engaging pressure P<SB>C2</SB>of a clutch C-2 is inputted to an oil chamber 21d in advance 4-6 speed stages, and the spool 21p is switched to a left-half position for forming the advance 5-speed stage in failure. When the spool 21p is switched to the right-half position, advance range pressure P<SB>D</SB>passing through ports 21e and 21i is inputted to an oil chamber 21c, and the spool 21p is locked on the right-half position by the advance range pressure P<SB>D</SB>, and then the malfunction is prevented. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a hydraulic control device for an automatic transmission mounted on a vehicle or the like. More specifically, for example, even when a solenoid all-off failure occurs during traveling, a state in which the vehicle can travel is ensured. The present invention relates to a hydraulic control device for an automatic transmission that forms a gear position.

  In general, in a multi-stage automatic transmission mounted on a vehicle or the like, each shift stage is formed by controlling the rotation state of each rotation element of the transmission gear mechanism by the engagement state of a plurality of friction engagement elements. The engagement pressure of the plurality of friction engagement elements is controlled by electrically adjusting the engagement pressure using a solenoid valve and supplying the pressure to the hydraulic servo of each friction engagement element.

  In the automatic transmission as described above, when a failure occurs in which electricity is not supplied to the automatic transmission due to, for example, a short circuit or disconnection of the battery, electricity is not supplied to the solenoid valve. The all-off state is established, that is, electrical shift control using a solenoid valve is disabled. Therefore, when such a failure occurs during traveling (during the forward range), the switching valve for failure (second clutch apply relay valve 32) is used without using the electric pressure regulation control of the solenoid valve. Is used to achieve a high-speed gear (7 forward speeds out of 8 forward speeds) to ensure a safe driving condition, and after stopping the vehicle, the signal pressure from the normally open solenoid valve is used. By switching the switching valve at the time of the failure, the low speed side gear stage (the third forward speed of the eight forward speeds) is achieved, for example, moving to a safe place or moving to a maintenance shop A device having a so-called limp home function has been proposed (see, for example, Patent Document 1).

JP 2007-177932 A

  By the way, the thing of the said patent document 1 WHEREIN: When a solenoid all-off state arises during driving | running | working, even if it is low-speed driving | running | working and high-speed driving | running | working, high-speed side shifting is performed. Configured to achieve a stage. In such a configuration, although safety is ensured, if a solenoid all-off state occurs during traveling at a low speed stage, the driving force of the vehicle is reduced by a large upshift to a high speed stage, and once the vehicle There is a risk of insufficient driving force until the vehicle is stopped.

  For this reason, for example, when a solenoid all-off state occurs in a low speed gear (for example, the first to third forward speeds of the six forward speeds), a predetermined low speed (for example, the forward of the six forward speeds). (3rd speed) is secured, and when a solenoid all-off state occurs at a high speed side shift speed (for example, forward 4th to 6th speed among 6 forward speeds), a predetermined high speed (for example, 6th forward speed) It can be considered that the fifth forward speed among the stages is secured.

  In order to configure in this way, the switching valve for failure (that is, the shifting gear switching valve for failure) achieves the predetermined low speed stage during traveling by the low speed gear stage in advance during normal traveling. It is conceivable to switch to a low speed position and to a high speed position that achieves the predetermined high speed stage while traveling at a high speed side shift stage. It is conceivable to use the engagement pressure of the engagement element (that is, the clutch C-1) and the engagement pressure of the friction engagement element (that is, the clutch C-2) that is engaged at the high speed side gear.

  Specifically, in the switching valve for failure, the engagement pressure of the clutch C-1 is input to one side of the spool so as to press against the urging force of the urging means. -2 is applied to the other side of the spool so as to be pressed together with the urging force of the urging means, that is, to be opposed to the engagement pressure of the clutch C-1. The high speed stage position is switched.

  However, in the state where the spool of the switching valve for failure is switched to the low speed position by the engagement pressure of the clutch C-1, for example, when the line pressure is reduced as in coasting or when the shift control is performed When the engagement pressure of the clutch C-1 is reduced, such as when the control of the engagement pressure of the clutch C-1 is required, the urging force of the urging means exceeds the low speed side. However, there is a problem that the switching valve for failure may be switched to the high speed position regardless of the shift speed.

  Accordingly, the present invention provides a hydraulic control device for an automatic transmission that is capable of preventing an erroneous operation in which a shift gear switching valve at the time of a failure is switched to a high speed gear position while traveling at a low gear speed. It is intended.

According to the first aspect of the present invention (see, for example, FIGS. 1 to 5), at least the low-speed side shift stage (first forward speed to forward 3) among all the shift stages (first forward speed to sixth forward speed). First friction engagement element (C-1) engaged at a high speed),
A second friction engagement element (C-2) engaged at a high speed side speed stage (forward 4th speed stage to forward 6th speed stage) other than the low speed side speed stage;
A range switching valve that outputs the line pressure (P _L ) as the forward range pressure (P _D ) during the forward range (D);
First pressure regulating means (SLC1) for regulating the first engagement pressure (P _C1 ) supplied to the hydraulic servo (41) of the first friction engagement element (C-1);
An automatic transmission comprising: a second pressure regulating means (SLC2) for regulating a second engagement pressure (P _C2 ) supplied to the hydraulic servo (42) of the second friction engagement element (C-2). 3) In the hydraulic control device (1),
A spool (for example, 21p), a first oil chamber (21b) for inputting the first engagement pressure (P _C1 ) and acting on the spool (for example, 21p), and the second engagement pressure (P _C2 ) A second oil chamber (21d) that inputs and acts on the spool (for example, 21p), and an urging means that biases the spool (for example, 21p) in the same direction as the hydraulic action of the second oil chamber (21d) ( 21s), and a third oil chamber (21c) that causes the input hydraulic pressure to act against the urging force of the urging means (21s).
The malfunction speed change-over valve (21) is configured so that the spool (for example, 21p) is in the first friction engagement state due to the hydraulic action of the first oil chamber (21b) and the second oil chamber (21d) in a normal state. The low-speed stage side position (right half position in FIG. 4) that can supply the forward range pressure (P _D ) to the hydraulic servo (41) of the combined element (C-1), and the second friction engagement element ( C-2) is switched to a high speed stage position (left half position in FIG. 4) capable of supplying the forward range pressure (P _D ) to the hydraulic servo (42), and the low speed stage position (FIG. 4). In the right half position), the forward range pressure (P _D ) that has passed through the gear shift valve at the time of failure (21) is input to the third oil chamber (21c).
This is in the hydraulic control device (1) of the automatic transmission.

According to a second aspect of the present invention (see, for example, FIGS. 4 and 5), the failure-time gear stage switching valve (21) has the forward range pressure at the low speed stage side position (the right half position in FIG. 4). (P _D ) is output to the first oil passage (k1), and the forward range pressure (P _D ) is output to the second oil passage (j) at the high speed stage side position (left half position in FIG. 4). And
Under normal conditions, between the first oil passage (k1) and the hydraulic servo (41) of the first friction engagement element (C-1), and between the second oil passage (j) and the second friction engagement. A failure that becomes a shut-off position (left half position in FIG. 4) that shuts off the hydraulic servo (42) of the joint element (C-2) and that communicates with each other at the time of failure (right half position in FIG. 4) Equipped with a hydraulic pressure changeover valve (22),
The third oil chamber (21c) communicates with the first oil passage (k1).
A hydraulic control device (1) for an automatic transmission according to claim 1, wherein

According to the third aspect of the present invention (see, for example, FIGS. 4 and 5), the spool of the gear changeover valve (21) at the time of the failure is the low speed stage side position (right half position in FIG. 4) and the high speed stage side. A main spool (21p) for switching the position (left half position in FIG. 4), and a sub-spool (21q) capable of contacting and separating from the main spool (21p),
The first oil chamber (21b) presses the main spool (21p) toward the low speed stage side position (the right half position in FIG. 4) via the sub spool (21q) when hydraulically acting. Arranged so that
The second oil chamber (21d) and the biasing means (21s) press the main spool (21p) toward the high speed stage side position (the left half position in FIG. 4) when hydraulically acting. Arranged in
The third oil chamber (21c) and the main spool (21p) are configured to press the main spool (21p) toward the low speed stage side position (right half position in FIG. 4) when hydraulically acting. It is arranged between the auxiliary spool (21q),
The hydraulic control device (1) for an automatic transmission according to claim 1 or 2, characterized in that

The present invention according to claim 4 (see, for example, FIG. 4) includes a solenoid valve (S1) that outputs a signal pressure (P _S1 ) at the time of failure,
The failure gear stage switching valve (21) has a fourth oil chamber (21a) that inputs the signal pressure (P _S1 ) and acts in the same direction as the hydraulic action of the first oil chamber (21b).
The hydraulic control device (1) for an automatic transmission according to any one of claims 1 to 3, wherein

  In addition, although the code | symbol in the said parenthesis is for contrast with drawing, this is for convenience for making an understanding of invention easy, and has no influence on the structure of a claim. It is not a thing.

  According to the first aspect of the present invention, since the forward speed range valve that has passed through the valve is input to the third oil chamber when the failure speed changeover switching valve is in the low speed stage position, The spool of the gear shift switch valve at the time of failure can be locked at the low speed position by pressure, and the gear switch valve at the time of failure can be maintained at the low speed position. Even in the case where the resultant pressure is lowered, it is possible to prevent a malfunction that is switched to the high-speed stage position.

  According to the second aspect of the present invention, the third oil chamber communicates with the first oil passage that outputs the forward range pressure when the failure-time gear position switching valve is at the low-speed position, and is in a failure state. Since a failure-time hydraulic pressure supply switching valve is provided as a communication position for communicating between the first oil passage and the hydraulic servo of the first friction engagement element, the first oil passage is set to the first forward range pressure when the failure occurs. When the oil passage that supplies the hydraulic servo of the friction engagement element and the gear shift valve at the time of failure are in the low speed position, the forward range pressure for locking the spool to the low speed position is in the third oil chamber. It can also be used as an oil passage to be supplied. Compared to the case where these oil passages are provided separately, the number of oil passages can be reduced and the number of ports of the gear changeover valve at the time of failure can be reduced. Can shorten the spool of the valve. This makes it possible to compact hydraulic control device.

  According to the third aspect of the present invention, the third oil chamber is disposed between the main spool and the sub-spool, and is configured to press the main spool toward the low speed stage side when hydraulically acting. Therefore, when the main spool and the sub spool are at the high speed stage side position and the first engagement pressure acts on the first oil chamber, the main spool can be switched to the low speed stage side position via the sub spool. However, when the forward range pressure acts on the third oil chamber, the main spool can be locked at the low speed stage position regardless of the position of the sub spool. That is, the main spool is configured to be locked at the low speed position by the forward range pressure acting on the third oil chamber without being affected by the strength of the first engagement pressure acting on the first oil chamber. Therefore, the pressure receiving areas in the first oil chamber and the third oil chamber can be designed in consideration of the hydraulic action of the first oil chamber and the third oil chamber individually.

  According to the fourth aspect of the present invention, the failure speed change-over valve has the fourth oil chamber that receives the signal pressure output when the solenoid valve fails and acts in the same direction as the hydraulic action of the first oil chamber. So, for example, after all-off failure has occurred, when the gear range is once switched to the neutral range and then again set to the drive range, the failure speed gear change valve is set to the low speed side by the signal pressure output from the solenoid valve. Can be switched to position. As a result, when the vehicle restarts after an all-off failure, it is possible to achieve a low gear position and to ensure a limp home function.

  Hereinafter, embodiments according to the present invention will be described with reference to FIGS. 1 to 5.

[Schematic configuration of automatic transmission]
First, a schematic configuration of an automatic transmission 3 to which the present invention can be applied will be described with reference to FIG. As shown in FIG. 1, an automatic transmission 3 suitable for use in, for example, an FF type (front engine, front drive) vehicle has an input shaft 8 of an automatic transmission that can be connected to an engine (not shown). A torque converter 4 and an automatic transmission mechanism 5 are provided around the axial direction of the input shaft 8.

  The torque converter 4 includes a pump impeller 4a connected to the input shaft 8 of the automatic transmission 3, and a turbine runner 4b to which the rotation of the pump impeller 4a is transmitted via a working fluid. The runner 4 b is connected to the input shaft 10 of the automatic transmission mechanism 5 disposed coaxially with the input shaft 8. Further, the torque converter 4 is provided with a lock-up clutch 7, and when the lock-up clutch 7 is engaged, the rotation of the input shaft 8 of the automatic transmission 3 causes the input shaft of the automatic transmission mechanism 5 to rotate. 10 is transmitted directly.

  The automatic transmission mechanism 5 includes a planetary gear SP and a planetary gear unit PU on the input shaft 10. The planetary gear SP is a so-called single pinion planetary gear that includes a sun gear S1, a carrier CR1, and a ring gear R1, and has a pinion P1 that meshes with the sun gear S1 and the ring gear R1.

  The planetary gear unit PU has a sun gear S2, a sun gear S3, a carrier CR2, and a ring gear R2 as four rotating elements. The carrier CR2 has a long pinion PL that meshes with the sun gear S2 and the ring gear R2, and the sun gear S3. This is a so-called Ravigneaux type planetary gear that has meshing short pinions PS that mesh with each other.

  The sun gear S1 of the planetary gear SP is connected to a boss portion (not shown) that is integrally fixed to a transmission case (not shown) and is fixed in rotation. The ring gear R1 is in the same rotation as the rotation of the input shaft 10 (hereinafter referred to as “input rotation”). Further, the carrier CR1 is decelerated by the input rotation being decelerated by the fixed sun gear S1 and the input rotating ring gear R1, and the clutch (first friction engagement element) C-1 and the clutch C- 3 is connected.

  The sun gear S2 of the planetary gear unit PU is connected to a brake B-1 formed of a band brake so as to be freely fixed to the transmission case, and is connected to the clutch C-3 via the clutch C-3. Thus, the decelerated rotation of the carrier CR1 can be input. The sun gear S3 is connected to the clutch C-1, so that the decelerated rotation of the carrier CR1 can be input.

  Further, the carrier CR2 is connected to a clutch (second friction engagement element) C-2 to which the rotation of the input shaft 10 is input, and the input rotation can be input via the clutch C-2. Further, it is connected to the one-way clutch F-1 and the brake B-2, and rotation in one direction with respect to the transmission case is restricted via the one-way clutch F-1, and rotation via the brake B-2. Can be fixed freely. The ring gear R2 is connected to a counter gear 11, and the counter gear 11 is connected to a drive wheel via a counter shaft and a differential device (not shown).

[Operation of each gear stage in automatic transmission]
Next, based on the above configuration, the operation of the automatic transmission mechanism 5 will be described with reference to FIGS. 1, 2, and 3. In the velocity diagram shown in FIG. 3, the vertical axis indicates the rotational speed of each rotating element (each gear), and the horizontal axis indicates the gear ratio of these rotating elements. Further, in the planetary gear SP portion of the velocity diagram, the vertical axis corresponds to the sun gear S1, the carrier CR1, and the ring gear R1 in order from the left side in FIG. Further, in the planetary gear unit PU of the velocity diagram, the vertical axis corresponds to the sun gear S3, the ring gear R2, the carrier CR2, and the sun gear S2 in order from the right side in FIG.

  For example, in the D (drive) range and the first forward speed (1ST), as shown in FIG. 2, the clutch C-1 and the one-way clutch F-1 are engaged. Then, as shown in FIGS. 1 and 3, the rotation of the carrier CR1 that is decelerated and rotated by the fixed sun gear S1 and the ring gear R1 that is the input rotation is input to the sun gear S3 via the clutch C-1. Further, the rotation of the carrier CR2 is restricted in one direction (forward rotation direction), that is, the carrier CR2 is prevented from rotating in the reverse direction and is fixed. Then, the decelerated rotation input to the sun gear S3 is output to the ring gear R2 via the fixed carrier CR2, and the forward rotation as the first forward speed is output from the counter gear 11.

  During engine braking (coasting), the brake B-2 is locked to fix the carrier CR2, and the forward first speed state is maintained by preventing the carrier CR2 from rotating forward. . Further, at the first forward speed, the one-way clutch F-1 prevents the carrier CR2 from rotating in the reverse direction and enables the forward rotation, so that, for example, the first forward speed when switching from the non-traveling range to the traveling range. Can be smoothly achieved by the automatic engagement of the one-way clutch F-1.

  In the second forward speed (2ND), as shown in FIG. 2, the clutch C-1 is engaged and the brake B-1 is locked. Then, as shown in FIGS. 1 and 3, the rotation of the carrier CR1 that is decelerated and rotated by the fixed sun gear S1 and the ring gear R1 that is the input rotation is input to the sun gear S3 via the clutch C-1. Further, the rotation of the sun gear S2 is fixed by the locking of the brake B-1. Then, the carrier CR2 is decelerated and rotated at a speed lower than that of the sun gear S3, the decelerated rotation input to the sun gear S3 is output to the ring gear R2 via the carrier CR2, and the forward rotation as the second forward speed is counter gear. 11 is output.

  At the third forward speed (3TH), as shown in FIG. 2, the clutch C-1 and the clutch C-3 are engaged. Then, as shown in FIGS. 1 and 3, the rotation of the carrier CR1 that is decelerated and rotated by the fixed sun gear S1 and the ring gear R1 that is the input rotation is input to the sun gear S3 via the clutch C-1. Further, the reduced rotation of the carrier CR1 is input to the sun gear S2 by the engagement of the clutch C-3. That is, since the reduction rotation of the carrier CR1 is input to the sun gear S2 and the sun gear S3, the planetary gear unit PU is directly connected to the reduction rotation, and the reduction rotation is output to the ring gear R2 as it is, and the forward rotation as the third forward speed is performed. Output from the counter gear 11.

  At the fourth forward speed (4TH), as shown in FIG. 2, the clutch C-1 and the clutch C-2 are engaged. Then, as shown in FIGS. 1 and 3, the rotation of the carrier CR1 that is decelerated and rotated by the fixed sun gear S1 and the ring gear R1 that is the input rotation is input to the sun gear S3 via the clutch C-1. Further, the input rotation is input to the carrier CR2 by engaging the clutch C-2. Then, due to the decelerated rotation input to the sun gear S3 and the input rotation input to the carrier CR2, the decelerated rotation is higher than the third forward speed and is output to the ring gear R2, and the forward rotation as the fourth forward speed is performed. Is output from the counter gear 11.

  At the fifth forward speed (5TH), as shown in FIG. 2, the clutch C-2 and the clutch C-3 are engaged. Then, as shown in FIGS. 1 and 3, the rotation of the carrier CR1 that is decelerated and rotated by the fixed sun gear S1 and the ring gear R1 that is the input rotation is input to the sun gear S2 via the clutch C-3. Further, the input rotation is input to the carrier CR2 by the engagement of the clutch C-2. Then, due to the decelerated rotation input to the sun gear S2 and the input rotation input to the carrier CR2, the rotation speed is slightly higher than the input rotation and is output to the ring gear R2, which is the forward rotation as the fifth forward speed. Is output from the counter gear 11.

  At the sixth forward speed (6TH), as shown in FIG. 2, the clutch C-2 is engaged, and the brake B-1 is locked. Then, as shown in FIGS. 1 and 3, the input rotation is input to the carrier CR2 by the engagement of the clutch C-2. Further, the rotation of the sun gear S2 is fixed by the locking of the brake B-1. Then, the input rotation of the carrier CR2 becomes higher than the forward fifth speed by the fixed sun gear S2, and is output to the ring gear R2, and the forward rotation as the sixth forward speed is output from the counter gear 11. .

  In the first reverse speed (REV), as shown in FIG. 2, the clutch C-3 is engaged and the brake B-2 is locked. Then, as shown in FIGS. 1 and 3, the rotation of the carrier CR1 that is decelerated and rotated by the fixed sun gear S1 and the ring gear R1 that is the input rotation is input to the sun gear S2 via the clutch C-3. Further, the rotation of the carrier CR2 is fixed by the locking of the brake B-2. Then, the decelerated rotation input to the sun gear S2 is output to the ring gear R2 via the fixed carrier CR2, and the reverse rotation as the first reverse speed is output from the counter gear 11.

  For example, in the P (parking) range and the N (neutral) range, the clutch C-1, the clutch C-2, and the clutch C-3 are released. Then, the carrier CR1, the sun gear S2, and the sun gear S3, that is, the planetary gear SP and the planetary gear unit PU are disconnected, and the input shaft 10 and the carrier CR2 are disconnected. Thereby, the power transmission between the input shaft 10 and the planetary gear unit PU is disconnected, that is, the power transmission between the input shaft 10 and the counter gear 11 is disconnected.

[Schematic configuration of hydraulic control unit]
Next, the hydraulic control device 1 for an automatic transmission according to the present invention will be described. First, generation parts such as a line pressure, a secondary pressure, a modulator pressure, and a range pressure that are not shown in the hydraulic control device 1 will be roughly described. The generation portions of the line pressure, secondary pressure, modulator pressure, and range pressure are the same as those of a general automatic transmission hydraulic control device, and are well-known and will be described briefly.

  The hydraulic control apparatus 1 includes, for example, an oil pump, a manual shift valve, a primary regulator valve, a secondary regulator valve, a solenoid modulator valve, a linear solenoid valve SLT, and the like (not shown). For example, when the engine is started, When an oil pump that is rotationally connected to the pump impeller 4a of the torque converter 4 is driven in conjunction with the rotation of the engine, hydraulic pressure is generated by sucking oil from an oil pan (not shown) through a strainer.

Hydraulic pressure generated by the oil pump, on the basis of a signal pressure P _SLT of the linear solenoid valve SLT that is pressure regulating output according to the throttle opening degree, the pressure is adjusted to a line pressure P _L being discharged adjusted by the primary regulator valve . The line pressure P _L is the manual shift valve, the solenoid modulator valve, and more information is supplied to the linear solenoid valve SLC3 to be described later. The line pressure P _L supplied to the solenoid modulator valve of this is pressure regulated to a modulator pressure P _MOD to be substantially constant pressure by the valve, the modulator pressure P _MOD is and the linear solenoid valve SLT, details It is supplied as a source pressure for solenoid valves S1, S2, etc., which will be described later.

The pressure discharged from the primary regulator valve is adjusted to the secondary pressure _PSEC while being further discharged and adjusted by the secondary regulator valve, for example, and this secondary pressure _PSEC is supplied to, for example, a lubricating oil passage or an oil cooler. And also supplied to the torque converter 4 and used to control the lock-up clutch 7.

On the other hand, a manual shift valve (not shown) has a spool that is mechanically (or electrically) driven by a shift lever provided in a driver's seat (not shown), and the position of the spool is controlled by the shift lever. selected shift range (e.g. P, R, N, D) by being switched according to, to set the output state or non-output state of the line pressure P _L the input (drain).

In particular, when the D range based on the operation of the shift lever, the said line pressure P _L based on the position of the spool communicates with the input port and the forward range pressure output port to be input, the forward range pressure output line from the port pressure P _L is output as a forward range pressure (D range pressure) P _D. When based on the operation of the shift lever to the R (reverse) range, communicates with the input port and the reverse range pressure output port based on the position of the spool, the line pressure P _L rear proceeds range pressure output port reverse range Pressure (R range pressure) _PREV is output. Further, when the P range and the N range are set based on the operation of the shift lever, the input port, the forward range pressure output port and the reverse range pressure output port are blocked by the spool, and the forward range pressure output. port and the reverse range pressure output port are communicated with the drain port, that is, the non-output state D range pressure P _D and the R range pressure P _REV are drained (discharged).

[Detailed Configuration of Shift Control Part of Hydraulic Control Device]
Next, a portion that mainly performs shift control in the hydraulic control device 1 according to the present invention will be described with reference to FIG. In the present embodiment, in order to describe the spool position, the right half position shown in FIG. 4 is called a “right half position”, and the left half position is called a “left half position”.

  The hydraulic control apparatus 1 includes the hydraulic servo 41 for the clutch C-1, the hydraulic servo 42 for the clutch C-2, the hydraulic servo 43 for the clutch C-3, the hydraulic servo 44 for the brake B-1, and the brake B-2. Four linear solenoid valves SLC1, SLC2, SLC3, SLB1 for directly supplying the output pressure adjusted as the engagement pressure to each of a total of five hydraulic servos of the hydraulic servo 45, and In addition to achieving the limp home function, the solenoid valve S1, the solenoid is used as a part for switching the output pressure of the linear solenoid valve (second pressure adjusting means) SLC2 to the hydraulic servo 42 of the clutch C-2 or the hydraulic servo 45 of the brake B-2. Valve S2, first clutch apply relay valve (shifting valve at failure) 21, second clutch apply relay Lube is configured to include a (failure-time hydraulic pressure supply switching valve) 22, C-2 relay valve 23, B-2 relay valve 24 and the like.

Oil path a1, an oil passage a4 shown in FIG. 4, the oil passage a5 is configured to forward range pressure P _D is connected the forward range pressure output port of the manual shift valve described above (not shown) may enter In addition, a reverse range pressure output port (not shown) of the manual shift valve is connected to the oil passage l so that the reverse range pressure _PREV can be input. Further, the oil passage d, the primary regulator valve and the line pressure P _L from the (not shown) is input, additionally to the oil passage g1, the modulator pressure P _MOD from the modulator valve (not shown) is input It is configured.

  Of these, the oil passage a1 is connected to a port 21e of a first clutch apply relay valve 21, which will be described in detail later, through an oil passage a2, and a check valve 50 and an orifice 60 are provided. The oil passage a1 is connected to the accumulator 30 via an oil passage a3 and is connected to the linear solenoid valve (first pressure regulating means) SLC1. The accumulator 30 includes a case 30c, a piston 30b disposed inside the case 30c, a spring 30s that urges the piston 30b, and an oil chamber 30a formed between the case 30c and the piston 30b. It is comprised.

The linear solenoid valve SLC1 is of a normally closed type that when not energized in a non-output state, the input port SLC1a for receiving the forward range pressure P _D via the oil path a1, by regulating the forward range pressure P _D and an output port SLC1b for outputting as the engagement pressure (a first engaging _{pressure) P C1} control pressure _{P SLC1} to the hydraulic servo 41 Te. That is, the linear solenoid valve SLC1 shuts off the input port SLC1a and the output port SLC1b when not energized and enters a non-output state. When energized based on a command value from a control unit (ECU) (not shown), increase depending amount of communication between the output port SLC1b (the opening amount) in the finger command value, and is configured so as to output the engagement pressure P _C1 that is corresponding to the command value. An output port SLC1b of the linear solenoid valve SLC1 is connected to an input port 22c of a second clutch apply relay valve 22 described later via an oil passage b1.

On the other hand, the linear solenoid valve SLC2 is a normally open type that attains an outputting state when being de-energized, the input port SLC2a for receiving the forward range pressure P _D via a oil passage a4, the forward range pressure P _D tone And an output port SLC2b that outputs the control pressure P _SLC2 to the hydraulic servo 42 as an engagement pressure (second engagement pressure) P _C2 (or engagement pressure P _B2 ). That is, the linear solenoid valve SLC2 is in an output state in which the input port SLC2a and the output port SLC2b are communicated when not energized, and the input port SLC2a and the output port are energized when energized based on a command value from a control unit (ECU) (not shown). The amount of communication with the SLC 2b is reduced according to the command value (that is, the opening amount is reduced), that is, the engagement pressure P _C2 (or P _B2 ) according to the command value can be output. The output port SLC2b of the linear solenoid valve SLC2 is connected to an input port 22f of a second clutch apply relay valve 22 described later via an oil passage c1.

The linear solenoid valve SLC3 is a normally open type that attains an outputting state when being de-energized, the input port SLC3a which inputs the line pressure P _L via a oil passage d, the hydraulic servo by regulating the line pressure P _L and an output port SLC3b for outputting a control pressure _{P SLC3} as the engagement pressure _{P C3} to 43. That is, the linear solenoid valve SLC3 is in an output state in which the input port SLC3a and the output port SLC3b are communicated when not energized, and when energized based on a command value from a control unit (ECU) (not shown), reduced in accordance with the communication amount between the SLC3b the finger command value (i.e. aperture openings amount), that is, is configured so as to output the engagement pressure P _C3 in accordance with the command value. The output port SLC3b of the linear solenoid valve SLC3 is connected to the hydraulic servo 43 of the clutch C-3 via an oil passage e1. In addition, a check valve 53 and an orifice 63 are disposed in the oil passage e1, and an oil chamber 33a of the C-3 damper 33 is connected through the oil passage e2. Since the C-3 damper 33 has the same configuration as the accumulator 30 described above and is a general damper device, detailed description thereof is omitted.

The linear solenoid valve SLB1 is of a normally closed type that is in the non-output state when de-energized, the input port SLB1a which via a oil passage a5 inputs the forward range pressure P _D, by regulating the forward range pressure P _D and an output port SLB1b to output as the engagement pressure _{P B1} control pressure _{P SLB1} to the hydraulic servo 44 Te. That is, the linear solenoid valve SLB1 shuts off the input port SLB1a and the output port SLB1b when not energized, and enters a non-output state. When energized based on a command value from a control unit (ECU) (not shown), increase depending amount of communication between the output port SLB1b (the opening amount) in the finger command value, and is configured so as to output the engagement pressure P _B1 that is in accordance with the command value. The output port SLB1b of the linear solenoid valve SLB1 is connected to the hydraulic servo 44 of the brake B-1 via an oil passage f1. In addition, a check valve 54 and an orifice 64 are disposed in the oil passage f1, and an oil chamber 34a of the B-1 damper 34 is connected through the oil passage f2.

Solenoid valve S1 is a normally open type that attains an outputting state when being de-energized, the input port S1a which inputs the modulator pressure P _MOD through the oil passages g1, g2, said when not energized (i.e., when OFF) modulator and an output port S1b for outputting the pressure _{P MOD} substantially as it is as a signal pressure _{P S1.} The output port S1b is connected to the oil chamber 21a of the first clutch apply relay valve 21 via the oil passages h1 and h2, and the oil of the second clutch apply relay valve 22 is provided via the oil passages h1 and h3. In addition to being connected to the chamber 22a, it is connected to the input port 24c of the B-2 relay valve 24 via the oil passage h4.

The solenoid valve S2 is of a normally closed type that is in a non-output state when not energized, the input port S2a that inputs the modulator pressure P _MOD via the oil passages g1 and g3, and the modulator when energized (that is, when ON). And an output port S2b for outputting the pressure P _MOD as the signal pressure P _S2 almost as it is. The output port S2b is connected to the oil chamber 24a of the B-2 relay valve via the oil passage i.

  The first clutch apply relay valve 21 includes two spools (main spools) 21p and a spool (sub spool) 21q, a spring (biasing means) 21s that biases the spool 21p upward in the figure, the spools 21p, A spring 21t that urges the spring 21q in a separating direction, an oil chamber (fourth oil chamber) 21a above the spool 21q in the figure, and an oil chamber (second oil chamber) 21a below the spool 21p in the figure. (Oil chamber) 21d and an oil chamber (first oil chamber) formed by a difference in the diameter of the land portion of the spool 21q (a difference in pressure receiving area) between the spools 21p and 21q and the oil chamber (third oil chamber) 21c. Chamber) 21b, and further includes an input port 21e, an input port 21f, an input port 21g, an input port 21h, an output port 21i, an output port 21j, and a drain. It is configured to have a port EX.

  When the spools 21p and 21q are set to the left half position, the first clutch apply relay valve 21 communicates with the input port 21e and the output port 21j, and disconnects the input port 21e and the output port 21i. When in the right half position, the input port 21e and the output port 21i are communicated with each other, and the output port 21j and the drain port EX are communicated with each other. Further, the input port 21h is blocked when the spool 21p is set to the left half position, and the input port 21g is blocked when the spool 21q is set to the right half position.

As described above, the oil chamber 21a is connected to the output port S1b of the solenoid valve S1 via the oil passages h1 and h2, and the oil chamber 21b is connected to the output port 21f described later via the oil passage b4. The two-clutch apply relay valve 22 is connected to the output port 22 i. The aforementioned input port 21e, the forward range pressure P _D via the oil path a1, a2 is input, an output port 21j which spool 21p is communicated with the input port 21e when the left half position, the oil passage ( The second oil passage) j is connected to the input port 22h of the second clutch apply relay valve 22. Further, when the spool 21p is in the right half position, an output port 21i communicating with the input port 21e includes an input port 21g via the oil passages k1 and k2, and an input port 21h via the oil passages k1, k2 and k3. In other words, the output port 21i is connected to the oil chamber 21c regardless of the positions of the spools 21p and 21q. Further, the output port 21i is connected to an input port 22e of a second clutch apply relay valve 22 described later via an oil passage (first oil passage) k1. The oil chamber 21d is connected to an output port 23c of a C-2 relay valve 23 via an oil passage c5. A check valve 55 and an orifice 65 are provided in the oil passage c5. Yes.

  The second clutch apply relay valve 22 includes a spool 22p and a spring 22s that urges the spool 22p upward in the figure, and an oil chamber 22a and the spool 22p above the spool 22p in the figure. The oil chamber 22b is provided in the lower part of the figure, and the input port 22c, the output port 22d, the input port 22e, the input port 22f, the output port 22g, the input port 22h, and the output port 22i. And is configured.

  The second clutch apply relay valve 22 communicates with the input port 22c, the output port 22d, and the output port 22i and with the input port 22f and the output port 22g when the spool 22p is set to the left half position. In addition, when the input port 22e and the input port 22h are blocked and set to the right half position, the input port 22e and the output port 22d are communicated with each other, and the input port 22h and the output port 22g are communicated with each other. In addition, the input port 22c, the output port 22i, and the input port 22f are blocked.

  As described above, the oil chamber 22a is connected to the output port S1b of the solenoid valve S1 via the oil passages h1 and h3, and the input port 24c of the B-2 relay valve 24 described later via the oil passage h4. It is connected to the. The input port 22c is connected to the output port SLC1b of the linear solenoid valve SLC1 through an oil passage b1, and the output port 22d communicating with the input port 22c when the spool 22p is in the left half position It is connected to the hydraulic servo 41 of the clutch C-1 via b2. A check valve 51 and an orifice 61 are disposed in the oil passage b2, and an oil chamber 31a of the C-1 damper 31 is connected through the oil passage b3. Similarly, when the spool 22p is in the left half position, an output port 22i communicating with the input port 22c is connected to the input port 21f of the first clutch apply relay valve 21 via the oil passage b4, and the oil passage It is connected to the oil chamber 22b through b4 and b5. On the other hand, the input port 22f is connected to the output port SLC2b of the linear solenoid valve SLC2 via the oil passage c1, and the input port 22h is connected to the first clutch apply relay valve 21 via the oil passage j. It is connected to the output port 21j. An output port 22g that communicates with the input port 22f when the spool 22p is in the left half position and that communicates with the input port 22h when the spool 22p is in the right half position is C-2 described later via an oil passage c2. The relay valve 23 is connected to the input port 23b. A check valve 52 and an orifice 62 are disposed in the oil passage c2, and an oil chamber 32a of a C2-B2 damper 32 is connected through an oil passage c4.

  The C-2 relay valve 23 includes a spool 23p and a spring 23s that urges the spool 23p upward in the figure, and an oil chamber 23a above the spool 23p in the figure. Further, the configuration includes an input port 23b, an output port 23c, an output port 23d, an output port 23e, and a drain port EX.

  When the spool 23p is set to the left half position, the C-2 relay valve 23 communicates with the input port 23b, the output port 23c, and the output port 23e, and communicates with the output port 23d and the drain port EX. When set to the right half position, the input port 23b and the output port 23d are communicated with each other, and the output port 23c and the output port 23e are communicated with the drain port EX.

  The oil chamber 23a is connected to an output port 24b of a B-2 relay valve 24 described later via an oil passage h5. The input port 23b is connected to the output port 22g of the second clutch apply relay valve 22 via an oil passage c2, and an output port 23e that communicates with the input port 23b when the spool 23p is in the left half position. It is connected to the hydraulic servo 42 of the clutch C-2 via the path c3. Similarly, the output port 23c communicating with the input port 23b when the spool 23p is in the left half position is connected to the oil chamber 21d of the first clutch apply relay valve 21 via the oil passage c5. A check valve 55 and an orifice 65 are disposed in the oil passage c5. The output port 23d that communicates with the input port 23b when the spool 23p is in the right half position is connected to the input port 24e of the B-2 relay valve 24 via the oil passage m.

  The B-2 relay valve 24 has a spool 24p and a spring 24s that urges the spool 24p upward in the figure, and an oil chamber 24a in the upper part of the spool 24p in the figure. The output port 24b, the input port 24c, the input port 24d, the input port 24e, the output port 24f, the output port 24g, and the drain port EX are configured.

  When the spool 24p is set to the left half position, the B-2 relay valve 24 communicates with the input port 24d, the output port 24f, and the output port 24g, and communicates with the output port 24b and the drain port EX. At the same time, when the input port 24c is shut off and set to the right half position, the input port 24c and the output port 24b communicate with each other, and the input port 24e and the output port 24g communicate with each other, and the input port 24d, The drain port EX is configured to be shut off.

The oil chamber 24a is connected to the output port S2b of the solenoid valve S2 through an oil passage i. The input port 24d is connected to a reverse range pressure output port (not shown) of a manual shift valve from which a reverse range pressure _PREV is output via an oil passage l. The input port 24e is connected to an oil passage. m is connected to the output port 23d of the C-2 relay valve 23, and communicates with the input port 24d when the spool 24p is in the left half position, and the spool 24p is in the right half position with the input port 24e. The output port 24g that communicates with the brake B-2 is connected to the hydraulic servo 45 of the brake B-2 via the oil passage n. That is, the hydraulic servo 45 of the brake B-2 is connected to the reverse range pressure output port ( (Not shown), or connected to the output port SLC2b of the linear solenoid valve SLC2. Further, as described above, the input port 24c is connected to the output port S1b of the solenoid valve S1 via the oil passage h4, the oil chamber 22a of the second clutch apply relay valve 22, and the oil passages h1 and h3. An output port 24b that communicates with the input port 24c when the spool 24p is in the right half position is connected to the oil chamber 23a of the C-2 relay valve 23 via an oil passage h5. An output port 24f that communicates with the input port 24d when the spool 24p is in the left half position is connected to the oil chamber of the primary regulator valve via an oil passage (not shown). It is configured to increase the line pressure P _L during reverse travel by the action of P _REV.

[Hydraulic control device operation]
Next, the operation of the hydraulic control device 1 according to the present embodiment will be described.

For example, when the ignition is turned on by the driver, the hydraulic control of the hydraulic control device 1 is started. First, when the selected position of the shift lever is, for example, the P range or the N range, the normal solenoid valve SLC2, the linear solenoid valve SLC3, and the solenoid valve S1 are energized by an electrical command from a control unit (not shown). The input port and the output port are shut off. Then, for example, when the engine is started, hydraulic pressure is generated by the rotation of the oil pump based on the engine rotation (not shown), the hydraulic pressure by the primary regulator valve and the solenoid modulator valve as described above, Ya line pressure P _L are respectively pressure regulating output to the modulator pressure P _MOD, together with the input port SLC3a and the line pressure P _L of the linear solenoid valve SLC3 is input through the input port and the oil passage d of the manual shift valve (not shown), an oil passage g1 , the input port S1a of the solenoid valves S1, S2 via the g2, g3, the modulator pressure _{P MOD} is input to the S2a.

[N-D operation (1st forward speed)]
Then, for example when the driver is in the D range position shift lever from the N range position, the manual shift valve oil passage from the forward range pressure output port of a1, a4, a5 in the forward range pressure P _D is output, the forward range pressure _{P D} is the linear solenoid valve SLC1 via the oil passage a1, the linear solenoid valve SLC2 via the oil passage a4, the linear solenoid valve SLB1 via the oil passage a5, via the oil paths a1, a2 1 Each is input to the clutch apply relay valve 21.

The aforementioned oil passage a1, is disposed and a check valve 50 and the orifice 60, since the check valve 50 is opened by the forward range pressure P _D, the supply of the forward range pressure P _D for the linear solenoid valve SLC1 is discharged It becomes rapid compared with time. Moreover, the forward range pressure P _D supplied to the oil passage a1 is connected via an oil passage a3 is input to the oil chamber 30a of the accumulator 30, by the accumulator 30, the forward range pressure P _D supplied to the linear solenoid valve SLC1 Accumulate pressure.

Further, since the forward range pressure P _D from the oil passage a2 is the first clutch apply relay valve 21 is input to the input port 21e, the solenoid valve S1 is not has been outputted signal pressure P _S1 ON, switching to the D range was initially (initial N-D shift) is in the left half position by the biasing force of the spring 21s, and outputs the forward range pressure P _D to the oil passage j from the output port 21j, but similarly the solenoid valve S1 Since the signal pressure _PS1 is not output after being turned on, the input port 22h is shut off in the second clutch apply relay valve 22 which is in the left half position by the biasing force of the spring 22s.

Then, for example, the forward first speed is judged by the control unit, the linear solenoid valve SLC1 is turned ON by the electrical control of the control unit, the forward range pressure P _D is input tone pressure control to the input port SLC1a The control pressure P _SLC1 is output from the output port SLC1b so as to gradually increase as the _engagement pressure P _C1 , and the control pressure P _SLC1 (engagement pressure P _C1 ) is supplied to the second clutch apply relay valve via the oil passage b1. 22 input ports 22c.

Then, the second clutch apply relay valve 22 in the left half position outputs the control pressure P _SLC1 input to the input port 22c from the output port 22i and also from the output port 22d. The control pressure P _SLC1 output from the output port 22i is input to the oil chamber 22b via the oil passages b4 and b5, and locks the second clutch apply relay valve 22 to the left half position and via the oil passage b4. Input to the oil chamber 21b of the first clutch apply relay valve 21 and press the spools 21p and 21q downward in the figure against the urging force of the spring 21s to switch the first clutch apply relay valve 21 to the right half position. .

The first clutch apply relay valve 21 in which the spools 21p and 21q are switched to the right half position causes the spool 21q to be biased by the spring 21t by the control pressure _PSLC1 output from the output port 22i of the second clutch apply relay valve 22. contrary to it are pressed downward in the figure, the forward range pressure P _D input from the input port 21e is output from the output port 21i, the oil passage k1, k2, through k3 and the input port 21h oil chamber 21c, the spool 21q is switched upward in the figure by the hydraulic pressure acting on the oil chamber 21c and the urging force of the spring 21t, that is, the spool 21p and the spool 21q are locked in a separated state. The Note that the forward range pressure P _D is input to the input port 22e from the oil passage k1 second clutch apply relay valve 22 is blocked in the input port 22e.

As described above, the control pressure P _SLC1 input from the linear solenoid valve SLC1 to the input port 22c of the second clutch apply relay valve 22 is applied to the hydraulic servo 41 from the output port 22d via the oil passage b2. _C1 is output, and the clutch C-1 is engaged. Thereby, the forward first speed is achieved in combination with the locking of the one-way clutch F-1.

The oil passage b2 is provided with a check valve 51 and an orifice 61. When supplying the _engagement pressure P _C1 (control pressure P _SLC1 ) to the hydraulic servo 41, the check valve 51 is closed, only through orifice 61 gently supply an oil pressure, and adapted rapidly discharged than when supplying open the check valve 51 when discharging the engagement pressure P _C1 from the hydraulic servo 41 . Moreover, the engagement pressure _{P C1} supplied to the oil passage b2 through an oil passage b3 is input to the oil chamber 31a of the C1 damper 31, by the C1 damper 31, it is supplied to and discharged from the hydraulic servo 41 It prevents pulsation of Rukakarigo圧P _C1, and absorbs a surge pressure (a sharp fluctuating pressure), for example.

[Operation in engine brake at the first forward speed]
Further, for example, when the controller determines that the first forward speed engine brake is performed, the solenoid valve S2 is turned ON and the solenoid valve S1 is turned OFF and the linear solenoid valve SLC2 is turned on by an electrical command from the control unit. Pressure regulation is controlled. When the solenoid valve S2 is turned ON, the modulator pressure P _MOD input to the input port S2a via the oil passages g1 and g3 is output from the output port S2b as the signal pressure _{PS2 and} passes through the oil passage i. Then, it is input to the oil chamber 24a of the B-2 relay valve 24, the spool 24p is switched downward in the figure against the urging force of the spring 24s, and the B-2 relay valve 24 is set to the right half position.

When the solenoid valve S1 is turned off, the modulator pressure P _MOD input to the input port S1a via the oil passages g1 and g2 is output from the output port S1b as the signal pressure P _S1 and the oil passage h1, The oil chamber 21a of the first clutch apply relay valve 21 through h2, the oil chamber 22a of the second clutch apply relay valve 22 through oil passages h1 and h3, and the B-2 relay valve 24 through the oil passage h4. Is further input to the oil chamber 23a of the C-2 relay valve 23 via the oil path h5 from the output port 24b of the B-2 relay valve 24 set to the right half position.

Then, the C-2 relay valve 23 is switched to the lower half position in the drawing against the urging force of the spring 23s by the signal pressure _PS1 input to the oil chamber 23a, so that the spool 23p is switched downward. In the first clutch apply relay valve 21, the signal pressure _PS1 is input to the oil chamber 21a, so that the spool 21q is switched downward in the drawing to the right half position. It remains in the same right half position as in the first forward speed, and has no particular effect. The second clutch apply relay valve 22 is an oil chamber 22a signal pressure _{P S1} to is input, to overcome and the urging force of the engagement pressure _{P C1} and the spring 22s of the oil chamber 22b as described above, the spool 22p remains locked in the left half position.

Then, the linear solenoid valve SLC2 control is regulation control, the control pressure _{P SLC2} is output from the output port SLC2b, the control pressure _{P SLC2} is second clutch apply locked to the left half position via the oil path c1 is input to the input port 22f of the relay valve 22, is outputted to the oil passage c2 from the output port 22g as the engagement pressure _{P B2.}

The engagement pressure P _B2 output to the oil passage c2 is input to the input port 23b of the C-2 relay valve 23 that is in the right half position, and is output from the output port 23d. Further, the engagement pressure P _B2 is input to the input port 24e of the B-2 relay valve 24 that is in the right half position via the oil passage m, is output from the output port 24g, and passes through the oil passage n. Is input to the hydraulic servo 45, and the brake B-2 is locked. Thus, in combination with the engagement of the clutch C-1, the first forward speed engine brake is achieved.

The oil passage c2 is provided with a check valve 52 and an orifice 62. When supplying the engagement pressure P _B2 to the hydraulic servo 45 of the brake B-2, the check valve 52 is closed and the orifice The oil pressure is gently supplied via only 62, and at the time of discharge described later, the check valve 52 is opened to rapidly discharge the oil pressure in the oil passage c2. Further, the engagement pressure P _B2 supplied to the oil passage c2 is input to the oil chamber 32a of the C2-B2 damper 32 via the oil passage c4, and is supplied to and discharged from the hydraulic servo 45 by the C2-B2 damper 32. It prevents pulsation of Rukakarigo圧P _B2, and absorbs a surge pressure (a sharp fluctuating pressure), for example.

For example, when the controller determines that the first forward speed is positively driven, that is, when the release of the engine brake state is determined, the solenoid valve S2 is turned off, the solenoid valve S1 is turned on, and the linear solenoid valve SLC2 is further turned on. Is closed (energized), the control pressure P _SLC2 as the engagement pressure P _B2 is set to 0 and drained. In addition, the engagement pressure P _B2 of the hydraulic servo 45 of the brake B-2 is set so that the B-2 relay valve 24 is switched to the left half position when the solenoid valve S2 is turned OFF. Is discharged from the drain port of the manual shift valve through a reverse range pressure output port (not shown), whereby quick draining is performed faster than draining through the linear solenoid valve SLC2, and the brake B- 2 is released quickly. Note that the oil pressure in the oil passage m is discharged from the drain port EX of the C-2 relay valve 23 switched to the left half position, and the oil pressure in the oil passages c1 and c2 is from the drain port EX of the linear solenoid valve SLC2. Discharged.

[Operation at 2nd forward speed]
Next, for example, when the control unit determines that the second forward speed is determined from the state of the first forward speed, the electrical command from the control unit is the same as in the case of the first forward speed (except during engine braking). The pressure regulation control of the linear solenoid valve SLB1 is performed while the pressure regulation state of the linear solenoid valve SLC1 is maintained in a state where the solenoid valve S1 is turned on and the solenoid valve S2 is turned off.

That is, when the linear solenoid valve SLB1 is pressure regulation control, the control pressure _{P SLB1} is output from the output port SLB1b as the engagement pressure _{P B1,} and input to the hydraulic servo 44 via the oil passage f1, brakes B1 Is locked. Thereby, the forward second speed is achieved in combination with the engagement of the clutch C-1.

The oil passage f1 is provided with a check valve 54 and an orifice 64. When supplying the engagement pressure P _B1 to the hydraulic servo 44 of the brake B-1, the check valve 54 is closed and the orifice is passed. When the hydraulic pressure is slowly supplied through only the hydraulic pressure 64 and the engagement pressure P _B1 is discharged from the hydraulic servo 44, the hydraulic pressure is discharged more rapidly than when the check valve 54 is opened and supplied. ing. Further, the engagement pressure P _B1 supplied to the oil passage f1 is input to the oil chamber 34a of the B-1 damper 34 via the oil passage f2, and is supplied to and discharged from the hydraulic servo 44 by the B-1 damper 34. It prevents pulsation of Rukakarigo圧P _B1, and absorbs a surge pressure (a sharp fluctuating pressure), for example.

[Operation at 3rd forward speed]
Subsequently, for example, when the control unit determines that the third forward speed is determined from the state of the second forward speed, the solenoid valve S1 is similarly turned on and the solenoid valve S2 is turned off by an electrical command from the control unit. In this state, while the pressure regulation state of the linear solenoid valve SLC1 is maintained, the linear solenoid valve SLB1 is closed while being turned off, and the pressure regulation control of the linear solenoid valve SLC3 is performed.

That is, first, the release control of the brake B-1 is performed by the pressure regulation control of the linear solenoid valve SLB1, that is, the engagement pressure P _B1 (control pressure P _SLB1 ) of the hydraulic servo 44 of the brake B-1 _passes through the oil passage f1. Through the drain port EX of the linear solenoid valve SLB1, the brake B-1 is released. Also, one of the linear solenoid valve SLC3 is, ON (energized) by the control pressure _{P SLC3} is 0 pressure regulation control from the state which has been closed so that the pressure is performed, the control pressure _{P SLC3} engagement pressure _{P C3} Is output from the output port SLC3b and input to the hydraulic servo 43 via the oil passage e1, and the clutch C-3 is engaged. Thereby, the forward third speed is achieved in combination with the engagement of the clutch C-1.

The aforementioned oil passage e1, the check valve 53 and the orifice 63 is disposed, when supplying the engagement pressure P _C3 to the hydraulic servo 43 of the clutch C3 closes the check valve 53, the orifice 63 only gently supply the hydraulic pressure via and adapted rapidly discharge the oil pressure as compared with the case when discharging the engagement pressure P _C3 from the hydraulic servo 43 to supply by opening the check valve 53 ing. Moreover, the engagement pressure _{P C3} supplied to the oil path e1 is input via the oil passage e2 to the oil chamber 33a of the C3 damper 33, by the C3 damper 33, it is supplied to and discharged from the hydraulic servo 43 It prevents pulsation of Rukakarigo圧P _C3, and absorbs a surge pressure (a sharp fluctuating pressure), for example.

[Operation at 4th forward speed]
Next, for example, when the control unit determines the fourth forward speed from the state of the third forward speed, the solenoid valve S1 is similarly turned on and the solenoid valve S2 is turned off by an electrical command from the control unit. In this state, while the pressure regulation state of the linear solenoid valve SLC1 is maintained, the linear solenoid valve SLC3 is closed while being turned off, and the pressure regulation control of the linear solenoid valve SLC2 is performed.

That is, first, the release control of the clutch C-3 is performed by the pressure regulation control of the linear solenoid valve SLC3, that is, the engagement pressure P _C3 (control pressure P _SLC3 ) of the hydraulic servo 43 of the clutch C-3 _passes through the oil passage e1. Through the drain port EX of the linear solenoid valve SLC3, the clutch C-3 is released. Also, one of the linear solenoid valve SLC2 is, ON (energized) by the control pressure _{P SLC2} is 0 pressure regulation control from the state which has been closed so that the pressure is performed, the control pressure _{P SLC2} engagement pressure _{P C2} Is output from the output port SLC2b and input to the input port 22f of the second clutch apply relay valve 22 via the oil passage c1.

The second clutch apply relay valve 22 as described above, the signal pressure P _S1 solenoid valve S1 is ON has not been input to the oil chamber 22a, and the engagement pressure P _C1 that is input to the oil chamber 22b because it is locked to the left half position, the control pressure _{P SLC2} engagement pressure _{P C2} input to the input port 22f is output from the output port 22g as the engagement pressure _{P C2.} Engagement pressure _{P C2} output from the output port 22g is input via the oil passage c2 to the input port 23b of the C2 relay valve 23.

Further, in the C-2 relay valve 23, the solenoid valve S2 is turned OFF, the B-2 relay valve 24 is set to the left half position, the oil chamber 23a and the oil passage h5 are in the drain state, and the biasing force of the spring 23s because it is in the left half position by the engagement pressure P _C2 input to the input port 23b is output from the output port 23c, it is also output from the output port 23e. Engagement pressure P _C2 output from the output port 23c is input to the oil chamber 21d of the first clutch apply relay valve 21 via the oil passage c5, engaging the spool 21p of the first clutch apply relay valve 21 The combined pressure P _C2 is combined with the urging force of the spring 21s to switch to the left half position and lock. At this time, the forward range pressure P _D is input to the input port 22e via the oil passage k1 is switched from the output port 21i to output port 21j, but is output to the oil passage j, the second clutch apply relay valve 22 is blocked by the input port 22h. Further, since the forward range pressure P _D which has been supplied to the oil path k1 is blocked, the supply of the forward range pressure P _D as a lock pressure to the oil chamber 21c via the oil paths k2, k3 is released.

Note that the oil path c5 is the check valve 55 and the orifice 65 is disposed, when supplying the engagement pressure P _C2 to the oil chamber 21d of the first clutch apply relay valve 21 closes the check valve 55, gently supply hydraulic pressure only through the orifice 65, and so rapidly discharge the oil pressure in comparison with the case of supplying open the check valve 55 when discharging the engagement pressure P _C2 from the oil chamber 21d It has become.

Then, the engagement pressure _{P C2} output from the output port 23e of the C2 relay valve 23 is input to the hydraulic servo 42 via the oil passage c3, clutch C2 is engaged. Thereby, the forward fourth speed is achieved in combination with the engagement of the clutch C-1.

Further, as described above, the check valve 52 and the orifice 62 are disposed in the oil passage c2, and the engagement pressure P _{C2 is applied} to the clutch C-2 as in the case of engine braking at the first forward speed. when supplied to the hydraulic servo 42 closes the check valve 52, and slowly the hydraulic pressure is supplied only through the orifice 62, and opens the check valve 52 when discharging the engagement pressure P _C2 from the hydraulic servo 42 The hydraulic pressure is discharged more rapidly than when it is supplied. Moreover, the engagement pressure _{P C2} supplied to the oil path c2 is input via the oil passage c4 to the oil chamber 32a of the C2-B2 damper 32, by the C2-B2 damper 32, it is supplied to and discharged from the hydraulic servo 42 It prevents pulsation of Rukakarigo圧P _C2, and absorbs a surge pressure (a sharp fluctuating pressure), for example.

[Operation at 5th forward speed]
Next, for example, when the control unit determines that the fifth forward speed is determined from the state of the fourth forward speed, the solenoid valve S1 is similarly turned on and the solenoid valve S2 is turned off by an electrical command from the control part. In this state, while the pressure regulation state of the linear solenoid valve SLC2 is maintained, the linear solenoid valve SLC1 is closed while being turned off, and the pressure regulation control of the linear solenoid valve SLC3 is performed.

That is, first, the release control of the clutch C-1 is performed by the pressure regulation control of the linear solenoid valve SLC1, that is, the engagement pressure P _C1 (control pressure P _SLC1 ) of the hydraulic servo 41 of the clutch C-1 is the oil path b1, The discharge is controlled from the drain port EX of the linear solenoid valve SLC1 via b2, and the clutch C-1 is released. Further, as in the case of the third forward speed, one linear solenoid valve SLC3 is subjected to pressure regulation control from a state in which it is _turned on (energized) and closed so that the control pressure P _SLC3 becomes zero pressure. the control pressure _{P SLC3} is output from the output port SLC3b as an engagement pressure _{P C3,} and input to the hydraulic servo 43 via the oil passage e1, the clutch C3 are engaged. Thus, in combination with the engagement of the clutch C-2, the fifth forward speed is achieved.

[Operation at 6th forward speed]
For example, when the control unit determines that the sixth forward speed is determined from the state of the fifth forward speed, the solenoid valve S1 is similarly turned on and the solenoid valve S2 is turned off in response to an electrical command from the control part. In this state, while the pressure regulation state of the linear solenoid valve SLC2 is maintained, the linear solenoid valve SLC3 is closed (energized) and the pressure regulation control of the linear solenoid valve SLB1 is performed.

That is, first, the release control of the clutch C-3 is performed by the pressure regulation control of the linear solenoid valve SLC3, that is, the engagement pressure P _C3 (control pressure P _SLC3 ) of the hydraulic servo 43 of the clutch C-3 _passes through the oil passage e1. Through the drain port EX of the linear solenoid valve SLC3, the clutch C-3 is released. One linear solenoid valve SLB1 is turned off (energized) from the closed state so that the control pressure _PSLB1 becomes zero, as in the case of the second forward speed, and pressure regulation control is performed. The control pressure P _SLB1 is output from the output port SLB1b as the engagement pressure P _B1 and is input to the hydraulic servo 44 via the oil passage f1, and the brake B-1 is engaged. Thereby, the forward sixth speed is achieved in combination with the engagement of the clutch C-2.

[Operation at DN]
After that, for example, the driver decelerates the vehicle, downshifts according to the vehicle speed and stops at the first forward speed, and then shifts the shift lever from the D range position to the N range position. forward range pressure output port are communicated with the drain port with is interrupted between the input port, i.e. the forward range pressure P _D is drained.

At the same time, when the shift lever sensor (not shown) detects that the shift lever is in the N range position and the control unit determines the N range based on the shift lever position, first, the linear solenoid valve SLC2 and the linear solenoid valve are detected. The valve SLC3 is turned on (energized), the linear solenoid valve SLB1 is turned off, and the control pressures P _SLC2 , P _SLC3 , P _SLB1 are _drained to 0 pressure (non-output state), that is, each hydraulic servo 42, The hydraulic pressures 43, 44, and 45 are drained, and the clutch C-2, the clutch C-3, the brake B-1, and the brake B-2 are released. The solenoid valve S1 is maintained in an ON (energized) state, and the solenoid valve S2 is also maintained in an OFF state. That is, the signal pressures P _S1 and P _S2 are not output from both solenoid valves S1 and S2.

On the other hand, the linear solenoid valve SLC1, for example, has a release shock when the clutch C-1 is suddenly released, so that the control pressure P _SLC1 is gradually reduced so that the control pressure is finally reduced. By draining P _SLC1 to 0 pressure (non-output state), the clutch C-1 is gently released. When the clutch C-1 is also released, all the clutches and brakes of the automatic transmission 3 are released and the neutral state is established.

  During release control by the linear solenoid valve SLC1, the accumulator 30 connected to the input port SLC1a of the linear solenoid valve SLC1 via an oil passage a3 or the like is connected to the oil passage a1 on the linear solenoid valve SLC1 side from the orifice 60. , A3, the hydraulic pressure accumulated during the D range is released and the pressure is maintained, so that the release control of the clutch C-1 by the linear solenoid valve SLC1 is enabled. The release shock is prevented from occurring during the DN shift operation from the high speed state.

[Operation at the first reverse speed]
For example, when the shift lever is moved to the R range position by operating the shift lever of the driver, the reverse range pressure P _REV is output from the reverse range pressure output port of the manual shift valve as described above, and the reverse range pressure P _REV is input to the input port 24d of the B-2 relay valve 24 via the oil passage l and the like.

At the same time, when the shift lever sensor (not shown) detects that the shift lever is in the R range position and the control unit determines the R range as the shift lever position, the solenoid valve S1 is turned on (energized). The solenoid valve S2 is maintained in the OFF state, that is, the signal pressure _PS2 is not output, so that the B-2 relay valve 24 is maintained in the left half position by the urging force of the spring 24s. . Thus, the reverse range pressure _{P REV} input to the input port 24c, an output port 24 g, is supplied to the hydraulic servo 45 of the brake B-2 via the oil passage n, the brake B-2 is engaged.

Further, the control unit is so regulated pressure control as the linear solenoid valve SLC3 outputs the gradual control pressure _{P SLC3,} is output from the output port SLC3b as an engagement pressure _{P C3,} the hydraulic servo 43 via the oil path e1 Input, that is, the clutch C-3 is gently engaged. Thus, in combination with the locking of the brake B-2, the first reverse speed is achieved.

When the R range is switched to the N range, the state is the same as the state of the N range, that is, the engagement pressure P _B2 of the hydraulic servo 45 of the brake B-2 is the oil path n, B-2 relay valve 24. , the oil passage l, via the manual shift valve is drained, the engagement pressure _{P C3} of the hydraulic servo 43 of the clutch C3 is drained from the linear solenoid valve SLC3.

Further, for example, when the driver operates the shift lever to the R range position and detects that the vehicle speed is equal to or higher than a predetermined speed in the forward direction, the control unit turns on the solenoid valve S2 and the linear solenoid valve SLC3. ON (energized state) is maintained, that is, the R range pressure _PREV is shut off by the B-2 relay valve 24 so as not to be supplied to the hydraulic servo 45 of the brake B-2, and the hydraulic servo 43 of the clutch C-3 is turned on. A so-called reverse inhibit function is performed in which the engagement pressure P _C3 (control pressure P _SLC3 ) is not supplied, thereby preventing achievement of the first reverse speed.

[Operation during solenoid all-off failure]
Next, the operation at the time of solenoid all-off failure in the hydraulic control apparatus 1 will be described. During normal driving with the shift lever in the D range, all solenoid valves (linear solenoid valve SLC1, linear solenoid valve SLC2, linear solenoid valve SLC3, linear solenoid valve, for example, due to a short circuit or disconnection of the battery) When the SLB 1, the solenoid valve S1, and the solenoid valve S2) are OFF-failed (hereinafter referred to as “all-off-fail”), the linear solenoid valve SLC1, the linear solenoid valve SLB1, and the solenoid valve S2 are normally closed, and therefore are hydraulic. Since the linear solenoid valve SLC2, the linear solenoid valve SLC3, and the solenoid valve S1 are normally open types, the respective hydraulic pressures are output.

During running at the forward third speed from the forward first speed in the normal state, the first clutch apply relay valve 21, the spool 21p by the forward range pressure P _D input to the oil chamber 21c as described above the right half is locked into position, the forward range pressure P _D is output from the output port 21i do this, via the oil passage k1, is input to the input port 22e of the second clutch apply relay valve 22, which is in the left half position The second clutch apply relay valve 22 is cut off.

When an all-off failure occurs from this state, the second clutch apply relay valve 22 is in the right half position by the signal pressure _PS1 output from the solenoid valve S1 being input to the oil chamber 22a via the oil passages h1 and h3. is switched to, the forward range pressure P _D input to the input port 22e, is outputted from the output port 22 d, is input to the hydraulic servo 41 via the oil passage b2, the clutch C-1 is engaged. Further, P _SLC2 (engagement pressure P _C2 ) output from the normally open linear solenoid valve SLC2 is blocked by the input port 22f of the second clutch apply relay valve 22 switched to the right half position. Furthermore, the linear solenoid valve SLC3 is normally open, is input to the input port SLC3a the line pressure _{P L} as a substantially intact engagement pressure _{P C3,} is output from the output port SLC3b, the hydraulic servo 43 via the oil path e1 The clutch C-3 is engaged. Thus, the clutch C-1 and the clutch C-3 are engaged to achieve the third forward speed (see FIG. 2), that is, all-off fail when traveling from the first forward speed to the third forward speed. In this case, the traveling state by the third forward speed is ensured.

Further, at the time of running at the sixth forward speed from the normal state of the fourth forward speed, the engagement pressure P _C2 is oil passage c1 of clutch C2 as described above, the second clutch apply relay valve 22, the oil passage c2 , Because it is input to the oil chamber 21d of the first clutch apply relay valve 21 via the C-2 relay valve 23 and the oil passage c5, and since the spools 21p and 21q are locked at the left half position, the output port 21j the forward range pressure P _D is output via the oil path j, is input to the input port 22h of the second clutch apply relay valve 22, the state of being blocked by the second clutch apply relay valve 22 which is in the left half position Has been.

When an all-off failure occurs from this state, the second clutch apply relay valve 22 is in the right half position by the signal pressure _PS1 output from the solenoid valve S1 being input to the oil chamber 22a via the oil passages h1 and h3. In addition, the solenoid valve S2 is turned OFF and the B-2 relay valve 24 is maintained in the left half position without being switched, so that the oil passage h4 is shut off and the solenoid passage S1 is connected to the oil passage h5. Since the signal pressure _PS1 is not output, the C-2 relay valve 23 is not switched and is maintained in the left half position. Therefore, the forward range pressure _{P D} input to the input port 22h of the second clutch apply relay valve 22 is output from the output port 22 g, the oil passage c2, C-2 relay valve 23 via the oil passage c3 hydraulic Input to the servo 42 causes the clutch C-2 to be engaged. Further, P _SLC2 (engagement pressure P _C2 ) output from the normally open linear solenoid valve SLC2 is blocked by the input port 22f of the second clutch apply relay valve 22 switched to the right half position. since the forward range pressure P _D is output to the oil passage c2 is also output to the oil path c5 via the C-2 relay valve 23 is input to the oil chamber 21d of the first clutch apply relay valve 21, the first The clutch apply relay valve 21 is continuously locked at the left half position. Then, the linear solenoid valve SLC3 is normally open, is input to the input port SLC3a is the line pressure _{P L} as a substantially intact engagement pressure _{P C3,} is output from the output port SLC3b, the hydraulic servo 43 via the oil path e1 The clutch C-3 is engaged. As a result, the clutch C-2 and the clutch C-3 are engaged to achieve the fifth forward speed (see FIG. 2), that is, all-off fail when traveling from the fourth forward speed to the sixth forward speed. In this case, the traveling state by the fifth forward speed is ensured.

In the case of an all-off failure during normal driving from the fourth forward speed to the sixth forward speed, once the vehicle is stopped and the shift lever is set to the N range position, the manual shift valve (not shown) drain outputs stop forward range pressure P _D, is the forward range pressure P _D is drained particularly for the linear solenoid valve SLC2 is a normally open input port 21e of the first clutch apply relay valve 21. Then, the oil passage j, c2, the forward range pressure P _D of c5 to the oil chamber 21d which has been inputted via the is drained, the lock by the forward range pressure P _D is released. Further, since the signal pressure P _S1 is continuously output from the normally open solenoid valve S1, the spools 21p and 21q of the first clutch apply relay valve 21 are moved to the right half by the signal pressure P _S1 input to the oil chamber 21a. Switched to position.

In the state of the N range at the time of this all-off failure, the line pressure P _L is used as the original pressure, and the control pressure P _SLC3 (engaged from the linear solenoid valve SLC3 that is normally open is substantially the same as the line pressure P _L. Since the pressure P _C3 ) is output, the clutch C-3 is in the engaged state. Even if the clutch C-3 is engaged, the clutches C-1 and C-2 and the brakes B-1 and B-2 are in the released state, and even if the decelerated rotation is input to the sun gear S2, the sun gear S3 Since the carrier CR2 is idled, the input shaft 10 and the counter gear 11 are substantially in a neutral state (see FIG. 1).

Then, for example, again the shift lever by the driver is in the D range position, the forward range pressure P _D from the manual shift valve is output, the forward range pressure P _D is the first clutch apply that switched to the right half position It is input to the input port 21e of the relay valve 21 and output from the output port 21i to the oil passage k1, via the input port 22e, the output port 22d, and the oil passage b2 of the second clutch apply relay valve 22 in the right half position. Is input to the hydraulic servo 41 of the clutch C-1, and the clutch C-1 is engaged, that is, the same state as in the all-off failure at the time of traveling from the first forward speed to the third forward speed, The third forward speed is secured. As a result, the vehicle can be re-started even after the vehicle has stopped once after an all-off failure, and a limp home function capable of moving to a safe place or moving to a maintenance factory, for example, is ensured.

[Description of the Invention]
By the way, the above-described first clutch apply relay valve 21 is simply opposed to the engagement pressure P _C1 (control pressure P _SLC1 ) of the clutch C-1 and the engagement pressure P _C2 (control pressure P _SLC2 ) of the clutch C-2. If the input is only switched between the right half position (low speed stage side position) and the left half position (high speed stage side position), it can be configured as a clutch apply relay valve 121 shown in FIG. .

That is, the clutch apply relay valve 121 shown in FIG. 5A is applied to the oil chamber 121b formed by the difference in the diameter of the land portion of the spool 121p by applying the _engagement pressure P _C1 (control pressure P _SLC1 ) of the clutch C-1. Then, the pressure is applied so as to act against the urging force of the spring 121s, and the engagement pressure P _C2 (control pressure P _SLC2 ) of the clutch C-2 is applied to the oil chamber 121c disposed on the lower side in the drawing of the spool 121p. as the pressing action with the biasing force of the spring 121 s, i.e. configured to enter so as to face acts on the engaging pressure P _C1 of the clutch C1.

Thus, prima facie, the engagement pressure _{P C1} of the clutch C1 to the oil chamber 121b is input, by overcoming the urging force of the spring 121 s, the output port forward range pressure _{P D} input to the input port 121d switched to the right half position outputs from 121f, I engagement pressure _{P C2} of the clutch C2 to the oil chamber 121c is coupled with the biasing force of the spring 121 s, outputs the forward range pressure _{P D} input to the input port 121d It is configured to be switched to the left half position that is output from the port 121g.

However, in the automatic transmission 3 in particular, since the clutch C-1 and the clutch C-2 are simultaneously engaged at the fourth forward speed as described above, the solenoid all-off state occurs in this state. In order to prevent the downshift to the third forward speed, the urging force of the spring 121s is set strongly, and the engagement pressure P of the oil chamber 121b is changed from the normal fourth forward speed state. regardless of the input state of the engagement pressure P _C2 of the _C1 and the oil chamber 121c, it is preferably configured such that the left half position.

Therefore, in the first forward speed to the third forward speed, even in a state that has been switched to the right half position based on the engaging pressure P _C1 of the oil chamber 121b, the engagement pressure P of the clutch C1 _{When C1} is lowered, there is a possibility that a malfunction occurs in which the switch is made to the left half position by the urging force of the spring 121s. Incidentally, and when a case where the engagement pressure P _C1 of the clutch C1 is lowered, the line pressure P _L is reduced in accordance with the throttle opening degree, for example, the accelerator is closed when coasting throttle opening is reduced, There is a case where the _engagement pressure P _C1 (control pressure P _SLC1 ) is regulated and controlled to control the engagement of the clutch C-1 as in the 5-3 shift.

Therefore, in the present hydraulic control device 1, as shown in FIGS. 4 and 5 (b), an oil chamber 21c is provided in the first clutch apply relay valve 21, and an oil passage k1 and the oil chamber 21c are provided. The oil paths k2, k3 to be connected are provided. That is, when the right half position, the forward range pressure P _D is passed through the _valve, i.e. the forward range pressure P _D is output through the input port 21e and the output port 21i to the oil passage k1, the oil passage k2 Alternatively, the oil is input to the oil chamber 21c through the oil passage k3, and the spool 21p is caused to act on the lower side in the drawing to lock the spool 21p in the right half position. Accordingly, even if the engagement pressure P _C1 of the clutch C1 is lowered as described above, the spool 21p is not be switched by mistake to the left half position, i.e. it is possible to prevent malfunction.

Moreover, in this way the oil passage k1, the forward range pressure P _D to the failure time as oil passage for supplying the hydraulic servo 41 of the clutch C-1, also the forward range pressure P to lock the spools 21p in the right half position By combining _D as an oil passage for supplying oil to the oil chamber 21c, the number of oil passages can be reduced as compared with the case where these oil passages are provided separately, and the port of the first clutch apply relay valve 21 And the spool of the valve can be shortened, whereby the hydraulic control device 1 can be made compact.

Further, the first clutch apply relay valve 21 is not composed of one spool, but is composed of two spools of the spool 21p and the spool 21q, so that the spool 21p and the spool 21q are left when the engagement pressure P _C1 of the clutch C1 to the oil chamber 21b from the state in which the half position is applied, while are those capable of switching the spool 21p in the right half position via the spool 21q, then, when the oil chamber forward range pressure P _D to 21c are applied, regardless of the position of spool 21q, you can lock the spool 21p in the right half position. That is, the spool 21p is without being influenced by the intensity of the engagement pressure P _C1 applied to the oil chamber 21b, since it is arranged to be locked in the right half position by the forward range pressure P _D acting on the oil chamber 21c In addition, it is possible to design the pressure receiving area and the like by calculating only the hydraulic action individually considering without considering the hydraulic action of the oil chamber 21b and the oil chamber 21c in a complicated manner according to various hydraulic control conditions. it can.

Further, as described above, the first clutch apply relay valve 21 has the oil chamber 21a that receives the signal pressure _PS1 that is output when the solenoid valve S1 fails and acts in the same direction as the hydraulic action of the oil chamber 21b. Therefore, for example, after the all-off failure has occurred, the first clutch apply relay valve 21 is switched by the signal pressure _PS1 output from the solenoid valve S1 even when the range is once switched to the N range and then again set to the D range. It can be switched to the right half position. Thereby, the third forward speed can be achieved at the time of re-start after an all-off failure, and the limp home function can be secured.

  In the embodiment described above, the case where the hydraulic control device 1 of the automatic transmission is applied to the automatic transmission 3 that enables the sixth forward speed and the first reverse speed has been described as an example. Of course, the present invention is not limited to this. For example, the present invention may be applied to an automatic transmission that achieves the eighth forward speed, that is, any number of speed stages may be used. Needless to say, the boundary between the low-speed gear and the high-speed gear may be between any of the gears, and the third forward speed is the low-speed / high-speed gear formed at the time of failure. The speed is not limited to the fifth speed and the fifth forward speed, and any speed may be used as long as the speed is not such that excessive engine braking can occur particularly in the event of a failure.

The skeleton figure which shows the automatic transmission which concerns on this invention. The engagement table of this automatic transmission mechanism. The speed diagram of this automatic transmission mechanism. The circuit diagram which shows the hydraulic control apparatus of this automatic transmission. Explanatory drawing which shows the principal part of the hydraulic control apparatus of the automatic transmission which concerns on this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Hydraulic control apparatus 3 Automatic transmission 21 Shift stage valve at the time of failure (1st clutch apply relay valve)
21a Fourth oil chamber 21b First oil chamber 21c Third oil chamber 21d Second oil chamber 21p Main spool 21q Sub spool 21s Energizing means (spring)
22 Hydraulic supply switching valve in case of failure (second clutch apply relay valve)
41, 42 Hydraulic servo C-1 First friction engagement element (clutch)
C-2 Second frictional engagement element (clutch)
D forward range j second oil passage k1 first oil passage P _C1 first engagement pressure P _C2 second engagement pressure P _D forward range pressure P _S1 signal pressure P _L line pressure S1 solenoid valve SLC1 first pressure regulating means ( Linear solenoid valve)
SLC2 Second pressure regulator (Linear solenoid valve)

Claims (4)

A first friction engagement element that is engaged in at least a low-speed shift stage among all the shift stages;
A second friction engagement element that is engaged at a high speed gear other than the low speed gear;
A range switching valve that outputs the line pressure as the forward range pressure during the forward range;
First pressure adjusting means for adjusting a first engagement pressure supplied to the hydraulic servo of the first friction engagement element;
A hydraulic control device for an automatic transmission comprising: a second pressure adjusting means for adjusting a second engagement pressure to be supplied to a hydraulic servo of the second friction engagement element;
A spool, a first oil chamber for inputting the first engagement pressure and acting on the spool, a second oil chamber for inputting the second engagement pressure and acting on the spool, and the second oil chamber A failure-speed gear stage switching valve having an urging means for urging the spool in the same direction as the hydraulic action and a third oil chamber for causing the input hydraulic pressure to act against the urging force of the urging means. Prepared,
When the failure occurs, the gear stage switching valve supplies the forward range pressure to the hydraulic servo of the first friction engagement element when the failure occurs due to the hydraulic action of the first oil chamber and the second oil chamber. The low-speed stage side position to be obtained and the high-speed stage side position capable of supplying the forward range pressure to the hydraulic servo of the second friction engagement element at the time of failure, and at the time of the low-speed stage side position, the failure Inputting the forward range pressure that has passed through the hour speed change valve to the third oil chamber;
A hydraulic control apparatus for an automatic transmission. The failure-speed gear change valve outputs the forward range pressure to the first oil passage at the low speed position, and outputs the forward range pressure to the second oil passage at the high speed position. And
In a normal state, it is a blocking position that blocks between the first oil passage and the hydraulic servo of the first friction engagement element, and between the second oil passage and the hydraulic servo of the second friction engagement element. , Equipped with a hydraulic pressure supply switching valve at the time of failure that becomes the communication position to communicate them in the event of a failure,
The third oil chamber is communicated with the first oil passage.
The hydraulic control device for an automatic transmission according to claim 1. The spool of the failure gear stage switching valve comprises a main spool that switches between the low speed stage side position and the high speed stage side position, and a sub spool that can contact and separate from the main spool.
The first oil chamber is disposed so as to press the main spool toward the low speed stage side position via the auxiliary spool when hydraulically acting.
The second oil chamber and the biasing means are disposed so as to press the main spool toward the high-speed stage side position when acting hydraulically,
The third oil chamber is disposed between the main spool and the sub-spool so as to press the main spool toward the low-speed stage side position when hydraulically acting.
The hydraulic control device for an automatic transmission according to claim 1 or 2, Equipped with a solenoid valve that outputs signal pressure in the event of a failure,
The failure speed change-over valve has a fourth oil chamber that inputs the signal pressure and acts in the same direction as the hydraulic action of the first oil chamber.
The hydraulic control device for an automatic transmission according to any one of claims 1 to 3.

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