JP2010038177A - Automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an automatic transmission capable of effectively executing cooling of a solenoid valve of a type in which an electromagnetic part of the solenoid valve is positioned above an oil level and always becomes an energized state during non-use. <P>SOLUTION: Even when the solenoid valve S1 in which the electromagnetic part is always energized during a normal time is disposed above the oil level and is in a non-lubricated state, oil leaked in a large amount during switching of a manual shift valve 81 positioned above the solenoid valve S1 to a predetermined range in particular can be accurately led to the electromagnetic part 4 via an oil passage 28. The electromagnetic part 4 can be thereby effectively cooled and early deterioration thereof can be avoided. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to an automatic transmission mounted on a vehicle or the like, and more specifically, an automatic transmission that is provided in a so-called side-mounted valve body and that can effectively cool a solenoid valve used in a solenoid all-off failure. About.

  Conventionally, especially in an FR (front engine / rear drive) type vehicle, a valve body provided in an automatic transmission is generally mounted in a horizontal state at the bottom of the speed change mechanism. The provided solenoid valve is configured such that an electromagnetic part including a coil is cooled while being immersed in oil (ATF: Automatic Transmission Fluid) accumulated in an oil pan below the valve body. In such a valve body, the electromagnetic part of the solenoid valve is always immersed in the oil, so that it can be effectively cooled without rising above the oil temperature.

  On the other hand, in an FF (front engine / front drive) type vehicle, in order to improve the mountability of the automatic transmission to the vehicle and ensure the ground clearance, the valve body is a transmission case (hereinafter referred to as a transmission case). There has been proposed one that is configured to be disposed on the outer surface (also simply referred to as “case”) (see Patent Documents 1 and 2). In such a so-called horizontal valve body, the electromagnetic part (coil, etc.) of the solenoid valve provided in the valve body may be located above the oil level of the oil. In this case, the electromagnetic part is immersed in the oil. There is a risk of generating heat above the oil temperature.

  In order to solve such problems, the following automatic transmission has been proposed (see Patent Document 3). The automatic transmission is configured to change a power transmission path between transmission elements by engaging / disengaging the frictional engagement elements to achieve a plurality of shift speeds, and to control engagement / disengagement of the frictional engagement elements by hydraulic supply / discharge. A hydraulic control device that has a valve body provided on a side portion of the speed change mechanism, a solenoid valve that is excited in a neutral state where control hydraulic pressure is not supplied, a spool in the valve body, and the above And a pressure regulating valve that regulates the pressure while discharging oil when the solenoid valve is excited. The solenoid valve is disposed below the pressure regulating valve in a state where it cannot be immersed in oil, and the valve body is configured such that oil discharged from the outlet of the pressure regulating valve is guided by the guide means. Has been.

  However, in the automatic transmission of Patent Document 3 having the above configuration, in the configuration in which the valve body is provided on the side of the outer surface of the case, the electromagnetic part of the solenoid valve that excites in a state where oil supply cannot be obtained from the hydraulic circuit Although it can be cooled by the oil guided through this, it could not be applied to the cooling of the following configuration (see Patent Document 4).

  The automatic transmission described in Patent Document 4 is a normally open configuration in which an input port and an output port are disconnected when energized (that is, when on) and communicated when de-energized (that is, when off). If the solenoid all-off fail mode is set for some reason while the vehicle is traveling in the forward range, the second clutch apply relay valve is spooled with a lock pressure based on the line pressure. All solenoid valves are turned off in the locked state. In this way, when all the solenoid valves are turned off, only the solenoid valve that is normally open outputs signal pressure, and other solenoid valves stop outputting signal pressure or engagement pressure. During driving, it is fixed at the 7th forward speed, which is a relatively high speed stage, and while stopping the downshift of two or more stages, the vehicle is temporarily stopped and then the engine is restarted. As a result, the third forward speed, which is a relatively low speed, can be set to enable the vehicle to restart.

JP-A-5-164231 JP-A-2005-240845 JP-A-6-313470 JP 2007-177932 A

  The structure disclosed in Patent Document 3 is not intended to include a solenoid valve of a type that is always energized other than the solenoid all-off failure as described in Patent Document 4. That is, since the technique described in Patent Document 4 includes a solenoid valve of a large calorific value with a long energization time that is always energized at normal times, the solenoid valve electromagnetic that is excited at a neutral time when control hydraulic pressure is not supplied. With the technique as described in Patent Document 3 in which the part is cooled by the oil discharged from the pressure regulating valve discharge port, the solenoid valve having a large amount of heat generation cannot be effectively cooled.

  Therefore, the present invention effectively cools the solenoid valve of a type that is always energized when not in use because the solenoid part of the solenoid valve is located above the oil level because of the so-called horizontal type. An object of the present invention is to provide an automatic transmission configured to avoid early deterioration of the electromagnetic part of the solenoid valve.

The present invention according to claim 1 (see, for example, FIGS. 1 to 8) is mounted on a case (10) including a speed change mechanism that forms a plurality of shift stages, and an outer surface side portion (10a) of the case (10). A solenoid valve (S1) that is normally energized to the electromagnetic part (4) during normal operation to achieve solenoid all-off failure, and a travel range. In an automatic transmission having a manual shift valve (81) that switches in accordance with the switching position,
In the valve body (1) mounted on the outer surface side portion (10a) of the case (10), the manual shift valve (81) is disposed above the solenoid valve (S1), and
Oil leaking from the gap (81f) between the spool (81p) of the manual shift valve (81) and the cylinder portion (11) into which the spool (81p) is slidably inserted is removed from the solenoid valve (S1). ) Formed in an outer surface (7a) of the valve body (1).
It is in the automatic transmission characterized by this.

According to a second aspect of the present invention (see, for example, FIGS. 1 to 3), the oil passage (28) is a rib-like shape provided on the outer surface (7a) of the upper body (7) of the valve body (1). Formed by convex portions (28a, 28b, 28c), and
An inclined portion (28a) in which the convex portion is inclined so as to descend from the gap (81f) toward the electromagnetic portion (4) of the solenoid valve (S1), and the electromagnetic portion from the inclined portion (28a) A drooping portion (28b, 28c) drooping toward (4),
The automatic transmission according to claim 1.

According to the third aspect of the present invention (see, for example, FIGS. 1 to 5), the valve body (1) is made of an aluminum material, and the spool (81p) of the manual shift valve (81) is made of an iron material,
Due to the difference in thermal expansion coefficient between the cylinder part (11) made of aluminum and the spool (81p) made of iron, the gap (81f) between the two is enlarged at a high temperature as compared with a low temperature.
An automatic transmission according to claim 1 or 2.

  Note that the reference numerals in the parentheses are for comparison with the drawings, but this is for convenience to facilitate understanding of the invention and has no influence on the description of the claims. It is not a thing.

  According to the first aspect of the present invention, even if the solenoid valve that is normally energized in the electromagnetic part during normal operation is disposed above the oil level and is in a non-lubricated state, the solenoid valve is positioned above the solenoid valve. The oil that leaks a lot when switching from the manual shift valve to the specified range is accurately guided to the electromagnetic part through the oil passage, effectively cooling the electromagnetic part and avoiding its early deterioration. Can do. In addition, since oil that leaks from the manual shift valve is used, there is also an advantage that there is no concern that the consumption flow rate in the valve body increases.

  According to the second aspect of the present invention, the oil passage is formed by the rib-like convex portion provided on the outer surface of the upper body of the valve body, and the convex portion descends from the gap toward the solenoid valve. Since it consists of an inclined part and a hanging part that hangs down from the inclined part toward the electromagnetic part, when the upper body is produced by casting, the inner surface of the mold is inclined to improve the yield. By utilizing this, it is possible to relatively easily form an oil passage having a shape that efficiently guides leaked oil to the electromagnetic part of the solenoid valve.

  According to the third aspect of the present invention, when the valve body becomes hot due to heat generated by the electromagnetic part that is always energized when the vehicle is running, the valve body side made of aluminum, which has a thermal expansion coefficient about twice that of the iron material. Since the cylinder portion expands larger than the spool, oil leakage from the manual shift valve can be increased, particularly when the electromagnetic portion needs to be cooled, and the cooling effect can be increased.

  Embodiments according to the present invention will be described below with reference to FIGS. 1 is a front view of a valve body to which the present invention can be applied, showing a state in which each valve is mounted, and FIG. 2 is a side view showing the state of the valve body of FIG. 3 is a front view showing the valve body with each valve removed, FIG. 4 is a side view showing the valve body of FIG. 3 as viewed in the direction of the arrows BB, and FIG. It is a front view which shows and arrange | positions the various valves mounted in 1 to the arrangement order. In addition, in the embodiment described later, there is a normally open type solenoid valve in addition to the solenoid valve S1, but in this embodiment, an example in which oil is led to the solenoid valve S1 having a particularly high heat generation frequency and cooled. Will be described as a configuration example to which the present invention is applied.

  That is, as shown in FIGS. 1 to 4, the automatic transmission according to the present embodiment includes a transmission case (case) 10 including a transmission mechanism (not shown) that forms a plurality of shift stages, and the transmission case. And a valve body 1 having a non-immersed portion that is at least not immersed in oil. The valve body 1 is attached to the outer surface side portion (front side portion) 10a. As will be described in detail later, the valve body 1 includes a normally open type solenoid valve S1 that is always energized to the electromagnetic unit 4 in a normal state so that the solenoid all-off failure can function when the power source is short-circuited, And a manual shift valve 81 for switching the traveling range in accordance with the switching position.

  The valve body 1 is covered with an oil pan 26 (see FIG. 2) connected to the bottom of the transmission case 10 in a state where the valve body 1 is mounted on the outer surface side portion 10a of the transmission case 10, and the manual shift valve 81 will be described later. The oil leaking from the gap 81f flows into the oil pan 26 after cooling the electromagnetic part 4 and the like of the solenoid valve S1. The valve body 1 has an upper body 7 that protrudes to the surface side of the transmission case 10, a lower body 9 that is positioned in the transmission case 10, and a separate plate 8 that is sandwiched between the upper body 7 and the lower body 9. is doing.

  As shown in FIG. 1, the valve body 1 has a manual shift valve 81 on the upper side of the outer surface 7 a of the upper body 7, and linear solenoid valves SLU, The solenoid valve S2, the linear solenoid valve SLT, and the solenoid valve S1 are provided in this order, and the linear solenoid valves SLC1, SLC2, SLC3, and SLB1 are provided in this order from the left side to the lower side of the manual shift valve 81. . FIG. 5 shows these valve arrangements with the upper body 7 removed. As described above, the manual shift valve 81 is disposed so as to be positioned above the solenoid valve S1 in the valve body 1 attached to the outer surface side portion 10a, and the spool 81p is a cylinder of the bulging portion 81e. The distal end portion of the rod portion 81r protruding from the portion 11 (see FIG. 2) is connected to a shift lever provided in a driver's seat (not shown) via interlocking means including a link 25. Various other valves (see FIG. 6) are arranged in the valve body 1 in addition to these. Reference numeral 5 in the figure denotes an electromagnetic part of the solenoid valve S2.

  As shown in FIGS. 3 and 4, the upper body 7 includes a bulging portion 81e having a cylinder portion 11 into which a spool 81p of a manual shift valve 81 is slidably inserted at the upper portion of the outer surface 7a. A bulging portion 66 having a cylinder portion 12 for slidably inserting a spool (not shown) of the linear solenoid valve SLU, which is formed so as to be directed downward from the bulging portion 81e at a substantially central portion thereof; A bulging portion 67 having a cylinder portion 13 into which a spool (not shown) of the solenoid valve S2 is slidably inserted, and a cylinder portion 14 into which a spool (not shown) of the linear solenoid valve SLT is slidably inserted. A bulging part 69 having a cylinder part 18 into which a spool (not shown) of the linear solenoid valve SLC1 is slidably inserted; A bulging portion 70 having a cylinder portion 19 into which a spool (not shown) of the near solenoid valve SLC2 is slidably inserted, and a cylinder portion 16 into which a spool (not shown) of the linear solenoid valve SLC3 is slidably inserted. And a bulging portion 72 having a cylinder portion 17 into which a spool (not shown) of the linear solenoid valve SLB1 is slidably inserted.

  As shown in FIGS. 1 to 3, an oil passage 28 is provided on the outer surface 7 a of the valve body 1. The oil passage 28 guides the oil that leaks particularly large from the gap 81f between the spool 81p and the cylinder part 11 to the electromagnetic part 4 of the solenoid valve S1 when the manual shift valve 81 is switched to the forward D range. Is formed. The oil passage 28 is formed by rib-shaped convex portions (28a, 28b, 28c) provided on the outer surface 7a of the upper body 7 of the valve body 1. The convex portion includes an inclined portion 28a inclined so as to descend from the gap 81f toward the electromagnetic portion 4 of the solenoid valve S1, and hanging portions 28b and 28c hanging downward from the inclined portion 28a toward the electromagnetic portion 4. Consists of

In this way, the oil passage 28 including the inclined portion 28a and the hanging portions 28b and 28c allows oil (ATF) leaked from the gap 81f between the cylinder portion 11 and the spool 81p of the manual shift valve 81, in FIG. 1 and FIG. As shown by the arrows Ca, Cb, Cc, it is efficiently guided to the electromagnetic part 4 of the solenoid valve S1. The manual shift valve 81 does not regulate the pressure while discharging (draining) the oil as in the conventional pressure regulating valve described above, and is relatively in the circuit (see FIG. 6) of the hydraulic control device including the shift valve 81. of the need to enter the high pressure of the line pressure P _L, configured to leak oil from the gap 81f.

  The valve body 1 is entirely cast from an aluminum material, and the spool 81p of the manual shift valve 81 is made of an iron material. Here, since the thermal expansion coefficient (linear expansion coefficient, body expansion coefficient) is about twice as much as the iron material of the aluminum material, due to the difference in thermal expansion coefficient between the cylinder portion 11 made of aluminum and the iron spool 81p, When the temperature is high, the gap 81f between the two becomes larger than when the temperature is low.

  Next, the hydraulic control apparatus in the present embodiment will be described with reference to FIG. This figure is a circuit diagram of a hydraulic control device that mainly shows a portion that performs shift control, which is constituted by various valves provided in the valve body 1, but the linear solenoid valves SLU and SLT described above are omitted. Yes.

  As shown in FIG. 6, the hydraulic control device 6 includes an oil pump, a primary regulator valve, a secondary regulator valve, a solenoid modulator valve, the linear solenoid valve SLT, and the like that are not shown, and the engine is started, for example. Then, an oil pump that is rotationally connected to a pump impeller of a torque converter (not shown) is driven in conjunction with the rotation of the engine (not shown), so that the oil pan 26 (see FIG. 2) passes through the strainer. Oil pressure is generated by sucking up oil.

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 81 is supplied to the solenoid modulator valve, and a linear solenoid valve SLC3 and the like. Of these, the line pressure P _L supplied to the solenoid modulator valve is regulated to a modulator pressure P _{MOD that} is substantially constant by the valve, and the modulator pressure P _MOD is adjusted to the linear solenoid valve SLT or the solenoid valve S1. , S2 and the like as a source pressure.

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.

On the other hand, as shown in FIGS. 5 and 6, the manual shift valve 81 has a spool 81p that is mechanically driven by a shift lever of a driver's seat (not shown), as well as an input port 81a and a forward range pressure output port 81b. A forward range pressure drain port 81c, a reverse range pressure output port 81d, and a drain port EX. Been shift range (e.g. P, R, N, D) selected by the shift lever position of the spool 81p by being switched according to the output state and a non-output state of the line pressure P _L input to the input port 81a (Drain) is set.

That is, when it is in the D range based on the operation of the shift lever, the line pressure P _L based on the position of the spool 81p is communicated with the input port 81a and the forward range pressure output port 81b is inputted, the forward range pressure output the line pressure _{P L} from the port 81b is output as a forward range pressure (D range pressure) _{P D.} When the R (reverse) range is set based on the operation of the shift lever, the input port 81a communicates with the reverse range pressure output port 81d based on the position of the spool 81p, and the line pressure P _L from the reverse range pressure output port 81d. There is outputted as a reverse range pressure (R range pressure) P _REV, and the forward range pressure drain port 81c and the drain port EX are communicated, D range pressure P _D is drained. When the P range and N range are set based on the operation of the shift lever, the input port 81a, the forward range pressure output port 81b, and the reverse range pressure output port 81d are blocked by the spool 81p and forward range pressure drain port 81c and the reverse range pressure output port 81d is communicated with the drain port EX, that is, the non-output state D range pressure P _D and the R range pressure P _REV are drained (discharged).

  Here, referring to FIG. 6, a portion that mainly performs shift control will be described in detail. In the present embodiment, in order to describe the spool position, the right half position shown in FIG. 6 is called a “right half position” and the left half position is called a “left half position”.

  The hydraulic control device 6 includes a hydraulic servo 41 for a clutch C-1 provided in a transmission mechanism (not shown), a hydraulic servo 42 for a clutch C-2 provided in the transmission mechanism, and a clutch C- provided in the transmission mechanism. 3, the hydraulic servo 44 for the brake B-1 provided in the speed change mechanism, and the hydraulic servo 45 for the brake B-2 provided in the speed change mechanism, respectively. Four linear solenoid valves SLC1, SLC2, SLC3, and SLB1 for directly supplying the regulated output pressure are provided. Further, the hydraulic control device 6 achieves the limp home function, and the solenoid valve S1, the part that switches the output pressure of the linear solenoid valve SLC2 to the hydraulic servo 42 of the clutch C-2 or the hydraulic servo 45 of the brake B-2. A solenoid valve S2, a first clutch apply relay valve 21, a second clutch apply relay valve 22, a C-2 relay valve 23, a B-2 relay valve 24, and the like are provided.

Oil path a1, an oil passage a4, the oil passage a5 is forward range pressure output port 81b of the manual shift valve 81 is configured to forward range pressure P _D is connected to be input and the oil passage l Is connected to the reverse range pressure output port 81d of the manual shift valve 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 .

  Of these, the oil passage a1 is connected to the port 21e of the first clutch apply relay valve 21 via the oil passage a2, and a check valve 50 and an orifice 60 are provided. The oil passage a1 is connected to the accumulator 30 through the oil passage a3 and to the linear solenoid valve 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. have.

The linear solenoid valve SLC1, the oil passage and the input port SLC1a for inputting the forward range pressure _{P D} via the a1, the forward range pressure _{P D} divides the regulated to the hydraulic servo 41 control pressure _{P SLC1} the engagement pressure _{P C1} As an output port SLC1b. 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 (not shown), the input port SLC1a and the output port SLC1b increase depending amount communicating (opening amount) in the finger command value and, that is configured so as to output the engagement pressure P _C1 in accordance with 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.

Engagement pressure Meanwhile, the linear solenoid valve SLC2 has an input port SLC2a for inputting the forward range pressure _{P D} via a oil passage a4, the control pressure _{P SLC2} to the hydraulic servo 42 by regulating the forward range pressure _{P D} And an output port SLC2b that outputs as 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 between the input port SLC2a and the output port SLC2b when energized based on a command value from a control unit (not shown). The communication amount 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 output, an input port SLC3a to input the line pressure _{P L} via a oil passage d, the control pressure _{P SLC3} to the hydraulic servo 43 by regulating the line pressure _{P L} as an engagement pressure _{P C3} Output port SLC3b. 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 between the input port SLC3a and the output port SLC3b when energized based on a command value from a control unit (not shown). the amount communicating smaller depending on 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. The C-3 damper 33 has the same configuration as the accumulator 30 and is a general damper device.

The linear solenoid valve SLB1 has an input port SLB1a for inputting the forward range pressure _{P D} via a oil passage a5, the engagement pressure of the control pressure _{P SLB1} to the hydraulic servo 44 by regulating the forward range pressure _{P D P B1} As an output port SLB1b. 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, and when energized based on a command value from a control unit (not shown), the input port SLB1a and output port SLB1b. Is increased in accordance with the command value, that is, the engagement pressure P _B1 according to the command value can be output. 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.

The solenoid valve S1 that cools the electromagnetic unit 4 with oil leaking from the manual shift valve 81 according to the present invention is a normally open type that is in an output state when not energized, and the modulator pressure P _MOD via the oil passages g1 and g2. And an output port S1b for outputting the modulator pressure P _MOD as the signal pressure P _S1 as it is when the power is not supplied (that is, when the power is off). 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.

Solenoid valve S2 is a normally closed type which is in the non-output state when de-energized, the input port S2a to input the modulator pressure P _MOD through the oil passages g1, g3, the modulator pressure when energized (i.e. when ON) and an output port S2b which outputs the P _MOD substantially as it is as a signal pressure _{P S2.} The output port S2b is connected to the oil chamber 24a of the B-2 relay valve 24 through the oil passage i.

  The first clutch apply relay valve 21 has two spools 21p and 21q, a spring 21s that urges the spool 21p upward in the figure, and a spring 21t that urges the spools 21p and 21q in a direction to separate them. The oil chamber 21a is located above the spool 21q in the drawing, the oil chamber 21d is located below the spool 21p in the drawing, the oil chamber 21c between the spools 21p and 21q, and the diameter of the land portion of the spool 21q. And an oil chamber 21b formed by a difference in pressure area (difference in pressure receiving area), and further, an input port 21e, an input port 21f, an input port 21g, an input port 21h, an output port 21i, and an output A port 21j and a drain port EX are included.

  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 second clutch from the input port 21f via the oil passage b4. It is connected to the output port 22 i of the apply relay valve 22. The aforementioned input port 21e, and is input the forward range pressure P _D via the oil path a1, a2, the output port 21j of the spool 21p is communicated with the input port 21e when the left half position, the oil passage j To the input port 22 h 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 the input port 22e of the second clutch apply relay valve 22 via the 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 further, 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.

  The oil chamber 22a is connected to an output port S1b of the solenoid valve S1 through oil passages h1 and h3, and is connected to an input port 24c of a B-2 relay valve 24 described later through an oil passage h4. Yes. 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, it has 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 the reverse range pressure output port 81d of the manual shift valve 81 from which the reverse range pressure _PREV is output via the oil path l. The input port 24e is connected to the oil path 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 when the spool 24p is in the right half position with the input port 24e. The communicating output port 24g 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 81d of the manual shift valve 81, Alternatively, it is connected to the output port SLC2b of the linear solenoid valve SLC2. As described above, the input port 24c is connected to the output port S1b of the solenoid valve S1 through 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 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.

  Here, the operation of the hydraulic control apparatus 6 having the above-described configuration will be described.

For example, when the ignition is turned on by the driver, the hydraulic control is started. First, when the selected position of the shift lever is, for example, the P range or the N range, the linear 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), and each input Block the port and output port. 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 via the input port 81a and the oil passage d of the manual shift valve 81 is input, the oil passage g1, The modulator pressure P _MOD is input to the input ports S1a and S2a of the solenoid valves S1 and S2 via g2 and g3.

[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 forward range pressure P _D from the forward range pressure output port 81b to the oil passage a1, a4, a5 of the manual shift valve 81 is output, the forward range pressure _{P D} is the linear solenoid valve SLC1 via the oil path a1, to 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 Each is input to the first 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 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, and 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 Since the left half position is locked, the control pressure P _SLC2 (engagement pressure P _C2 ) input to the input port 22f is output as the engagement pressure P _C2 from the output port 22g. 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.

[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, and 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 during solenoid all-off failure]
Next, the operation at the time of solenoid all-off failure in the hydraulic control device 6 will be described. During normal driving with the shift lever in the D range, all solenoid valves (linear solenoid valves SLC1, SLC2, SLC3, SLB1, solenoid valve S1, solenoid valve S2 and so on due to, for example, a short circuit or disconnection of the battery) ) Is 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 types and therefore do not output hydraulic pressure. Since SLC2, linear solenoid valve SLC3, and solenoid valve S1 are normally open types, they output respective hydraulic pressures.

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. The control pressure P _SLC2 (engagement pressure P _C2 ) output from the 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 as the line pressure _{P L} substantially as the engagement pressure _{P C3} input to the input port SLC3a, is output from the output port SLC3b, and input to the hydraulic servo 43 via the oil path e1 The clutch C-3 is engaged. As a result, the clutch C-1 and the clutch C-3 are engaged to achieve the third forward speed, that is, when all-off failure occurs when traveling from the first forward speed to the third forward speed. 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, the control pressure P _SLC2 (engagement pressure P _C2 ) output from the linear solenoid valve SLC2 is cut off by the input port 22f of the second clutch apply relay valve 22 switched to the right half position. forward range pressure P _D output c2 is also output to the oil path c5 via the C-2 relay valve 23, since the input to the oil chamber 21d of the first clutch apply relay valve 21, the first clutch apply The relay valve 21 is continuously locked in the left half position. Then, the linear solenoid valve SLC3 as the line pressure _{P L} substantially as the engagement pressure _{P C3} input to the input port SLC3a, is output from the output port SLC3b, and input to 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, that is, when an all-off failure occurs when traveling from the fourth forward speed to the sixth forward speed. 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, the vehicle is stopped and once the shift lever is set to the N range position, the manual shift valve 81 is moved to the forward range. drain outputs stop 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 _PS1 is continuously output from the solenoid valve S1, the spools 21p and 21q of the first clutch apply relay valve 21 are switched to the right half position by the signal pressure _PS1 input to the oil chamber 21a. .

Incidentally, in the all-off of the N range in the failure time condition, the line pressure _{P L} as source pressure, and the linear solenoid control pressure of approximately the line pressure _{P L} and the pressure from the valve SLC3 _{P SLC3} (engaging pressure _{P C3)} Is output, the clutch C-3 is in an 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 neutral state is substantially between the input shaft (not shown) and the counter gear.

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 81 is output, the forward range pressure P _D is the first clutch, which is switched to the right half position While being input to the input port 21e of the apply relay valve 21, it is output from the output port 21i to the oil passage k1, and 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 ensured. 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.

In the present automatic transmission provided with a hydraulic control device 6 described above, the oil delivered from the oil pump (not shown) is inputted as the line pressure P _L to the input port 81a of the manual shift valve 81, the spool 81p a slight gap between but for when it is shifted to the D range (see Fig. 5), the manual line pressure is input to the shift valve 81 P _L is the highest hydraulic pressure in the hydraulic circuit, the spool 81p and a cylinder portion 11 A lot of oil leaks from 81f. Moreover, since the valve body 1 is made of aluminum and the spool 81p is made of iron, the gap 81f increases due to the difference in thermal expansion coefficient between the two at high temperatures. Leakage amount. For this reason, as shown in FIGS. 1 to 3, the oil leaked from the gap 81f smoothly flows down the continuous inclined portion 28a and the hanging portions 28b, 28c as indicated by arrows Ca, Cb, Cc, The solenoid valve S1 flows into a portion where the electromagnetic part 4 is located, and flows down to the oil pan 26 while effectively cooling the electromagnetic part 4 in particular.

  Thus, the solenoid valve S1, which is normally energized to the electromagnetic unit 4 during normal operation (that is, when not in use), is disposed above the oil level because of the so-called horizontal type, and is in an unlubricated state. In addition, the oil that has leaked a lot from the manual shift valve 81 positioned above the solenoid valve S1 especially when switching to the forward D range is guided to the electromagnetic part 4 through the oil passage 28, whereby the electromagnetic part 4 can be effectively cooled to prevent the occurrence of inconveniences such as early deterioration of the resin portion in the coil or connector. In addition, since oil that leaks out when switching to the forward D range is used, there is an advantage that there is no concern that the flow rate of the valve body 1 increases.

  Further, according to the present embodiment, the oil passage 28 is formed by rib-shaped convex portions (28a, 28b, 28c) provided on the outer surface 7a of the upper body 7 of the valve body 1, and the convex portions are The upper body 7 is formed by casting because it includes an inclined portion 28a that inclines so as to descend from the gap 81f toward the solenoid valve S1, and drooping portions 28b and 28c that descend from the inclined portion 28a toward the electromagnetic portion 4. An oil passage 28 having a shape that efficiently guides leaked oil to the electromagnetic part 4 of the solenoid valve S1 is made relatively easy by utilizing the fact that the inner surface of the mold is inclined to improve the yield. Can be formed.

  And according to this Embodiment, when the valve body 1 becomes high temperature by the heat | fever of the electromagnetic part 4 always energized at the time of vehicle driving | running | working, the valve body made from an aluminum whose coefficient of thermal expansion is about twice that of an iron material. Since the cylinder portion 11 on the one side expands larger than the iron spool 81p, oil leakage from the manual shift valve 81 is particularly increased at the time of heat generation of the electromagnetic portion 4 that must be cooled, and the cooling effect is further increased. Can do.

  Here, a 3WAY solenoid will be used as the solenoid valve S1 in the present embodiment, and a description will be given with reference to the graph of FIG. FIG. 7 is a graph showing a comparison between the ambient temperature and the coil temperature.

  In FIG. 7, the horizontal axis represents the ambient temperature [° C.], the left vertical axis represents the coil temperature [° C.], and the right vertical axis represents the coil life time [Hr]. In FIG. 7, a) ◆ indicates a change in the air X [V], b) ● indicates a change in the state where the air pressure of Y [kPa] is applied in the air X [V], and c ● in -1) indicates the change in the oil dripping size when the hydraulic pressure of Y [kPa] is applied in the air X [V], and ○ in c-2) indicates in the air X [V] and Y [kPa] The change in small oil dripping when oil pressure is applied is shown, the black square in d) shows the change in X [V] in the oil, and the black triangle in e) shows the change in the actual machine evaluation. 8 (a), (b), (c), (d) and (e) are respectively a), b), c-1), c-2), d) and e in FIG. ) Is a schematic diagram corresponding to each of FIGS. Here, the pressure of Y [kPa] corresponds to a solenoid modulator pressure that causes oil leakage from the gap between the jig 57 and the plunger 56a of the solenoid valve 56 in FIG. Means hydraulic value.

As shown in FIG. 7, the change in the gas in _{X [V] ◆, B 1} [℃] at ambient temperature _{A 3} [° C.], ambient temperature _{A 4} [° C.] in _{B 2} [° C.], ambient temperature A ₅ [° C.] in _{B 3} [℃], line approximating the _{B 4} [° C.] at ambient temperature _{a 6} [° C.] was obtained. Moreover, in the change ● in the state where X [V] and Y [kPa] are applied in the air, B ₅ [° C.] at ambient temperature A ₁ [° C.] and B ₆ [° C.] at ambient temperature A ₂ [° C.]. A line approximating B ₇ [° C.] at an ambient temperature A ₃ [° C.] was obtained. And in the atmosphere X [V], Y [kPa], and the change with large oil dripping, the ambient temperature A ₁ [° C.] is B ₉ [° C.] and the ambient temperature A ₂ [° C.] is B ₁₀ [° C.] A line approximating B ₁₁ [° C.] at an ambient temperature A ₃ [° C.] was obtained. Furthermore, in the atmosphere X [V], Y [kPa] and the change with small oil dripping, B ₉ [° C.] at ambient temperature A ₁ [° C.] and B ₁₀ [° C.] at ambient temperature A ₂ [° C.] A line approximating B ₁₁ [° C.] at an ambient temperature A ₃ [° C.] was obtained. Then, the change in oil X [V] ■, ambient temperature _{A 3} [℃] in _{B 12} [℃], ambient temperature _{A 4} [℃] in _{B 13} [℃], ambient temperature _{A 5} at [℃] A line approximating B ₁₄ [° C.] at B ₁ [° C.] and ambient temperature A ₆ [° C.] was obtained. Further, the change ▲ on the actual machine evaluation, ambient temperature _{A 4} [° C.] in _{B 15} [° C.], ambient temperature _{A 5} [° C.] in _{B 16} [° C.], ambient temperature _{A 6} [° C.] in _{B 17} [° C. A line approximating] was obtained.

  Coil life time [Hr] changes in air X [V] ◆, air X [V] changes in Y [kPa] ● air X [V] Y [kPa] Changes in ●, in the air X [V] Y [kPa] and changes in small oil dripping ○, changes in oil X [V] ■, changes in the actual machine evaluation ▲ in the order.

  As described above, as shown in FIG. 8 (a), when the jig 57 is attached to the plunger 56a of the solenoid valve 56 and it is placed in the air to energize the electromagnetic part to generate heat, it must be placed in the air. It was confirmed that cooling did not work well. Further, as shown in FIG. 8B, in a state where the jig 57 is attached to the plunger 56a, the electromagnetic part is heated by energizing while applying a hydraulic pressure of Y [kPa] to the flow path 57a of the jig 57. In this case, it was confirmed that the cooling functioned better than in the case of FIG. 8A by cooling with oil leaking from the gap 58 between the flow path 57a and the plunger 56a. As shown in FIG. 8C, in a state where the jig 57 is attached to the plunger 56a, the electromagnetic section is heated by applying a hydraulic pressure of Y [kPa] to the flow path 57a of the jig 57 to generate heat. When a large amount of oil is dripped from another flow path 57b provided in the tool 57 (large oil dripping), the oil leaking from the gap 58 and the oil dripping from the flow path 57b combine to increase the cooling effect. It was confirmed that the cooling functioned better than in the case of FIG.

  Further, as shown in FIG. 8D, when the electromagnetic part is heated by energizing with the jig 57 attached to the plunger 56a and immersed in oil, the inside of these FIGS. It was confirmed that the best cooling effect was obtained. Then, as shown in FIG. 8 (e), the jig 57 is attached to the plunger 56a and attached to the valve body 59, and an electromagnetic force is applied while applying a hydraulic pressure of Y [kPa] to the flow path of the jig 57. It was confirmed that the best cooling effect was obtained in FIGS. 8A to 8E when the part was heated. Further, when the rotating elements such as various gears in the mission case 10 are rotated at a high speed, the flowing oil becomes oil mist as shown in FIG. .

The front view which shows the state which mounted | wore with each valve | bulb of the valve body which can apply this invention. The side view which shows the state which looked at the valve body of FIG. 1 in the same arrow AA direction. The front view which shows the state which removed each valve | bulb of the valve body. The side view which shows the state which looked at the valve body of FIG. 3 in the same figure BB arrow direction. The front view which arranges and shows the various valves mounted in a valve body in the arrangement order. The circuit diagram of the hydraulic control apparatus comprised by the various valves with which the valve body was equipped. The graph which shows the comparison condition of atmospheric temperature and coil temperature. (A), (b), (c), (d), (e) is the schematic diagram corresponding to each line of the graph of FIG. 7, respectively, (f) is a figure which shows the state of an oil mist typically.

Explanation of symbols

1 Valve body 4 Electromagnetic part 7a Valve body outer surface (upper body outer surface)
10 cases (mission case)
10a Outer surface side portion 11 Cylinder portions 28a, 28b, 28c Ribbed convex portion (inclined portion, hanging portion)
81 Manual shift valve 81f Clearance 81p Spool S1 Solenoid valve

Claims (3)

A case with a built-in transmission mechanism that forms a plurality of shift stages, and a valve body mounted on the outer side of the case. The valve body has a solenoid part that is normally operated to achieve solenoid all-off failure. In an automatic transmission having a solenoid valve that is always energized and a manual shift valve that switches a traveling range corresponding to its switching position,
In the valve body mounted on the outer surface side portion of the case, the manual shift valve is disposed above the solenoid valve, and
An oil passage is formed on the outer surface of the valve body for guiding oil leaking from a gap between the spool of the manual shift valve and a cylinder portion into which the spool is slidably inserted to the electromagnetic portion of the solenoid valve. Become
An automatic transmission characterized by that. The oil passage is formed by a rib-like convex portion provided on the outer surface of the upper body of the valve body, and
The convex portion includes an inclined portion that inclines so as to descend from the gap toward the electromagnetic portion of the solenoid valve, and a hanging portion that hangs down from the inclined portion toward the electromagnetic portion.
The automatic transmission according to claim 1. The valve body is made of aluminum material, and the spool of the manual shift valve is made of iron material,
Due to the difference in coefficient of thermal expansion between the cylinder part made of aluminum and the spool made of iron, the gap between the two is enlarged at a high temperature as compared with a low temperature.
The automatic transmission according to claim 1 or 2.

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