JP2010223326A - Hydraulic control device for multistage automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hydraulic control device for a multistage automatic transmission that improves efficiency of an automatic transmission by reducing the flow rate consumption of oil of a linear solenoid valve. <P>SOLUTION: Source-pressure-supply-circuits a, a<SB>1</SB>, a<SB>4</SB>, a<SB>6</SB>, a<SB>12</SB>to a linear solenoid valve SL3 not used during a garage shift include director switching valves 36 at the middle portions thereof. The director switching valves 36 are configured to switch their positions among P, R, N range times, a frist advancing-speed-stage engine brake time, and a D range time other than the above. In the P, R, and N range times in which input rotational speed from the engine is low, source-pressure-supply oil passages a, a<SB>1</SB>, a<SB>4</SB>, a<SB>6</SB>, a<SB>12</SB>are cut-off by the director switching valves 36, and supply of the source pressure (line pressure) to the input port SL3a of the linear solenoid valve SL3 is cut-off. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a hydraulic control device for a multi-stage automatic transmission mounted on, for example, a vehicle, and more particularly to an oil passage structure of a main pressure supply oil passage that supplies a main pressure to a solenoid valve for engagement pressure control.

  In general, as the output performance of a linear solenoid valve improves, a hydraulic control device for an automatic transmission configured to directly supply the engagement pressure regulated by the linear solenoid valve to the hydraulic servo of the clutch or brake has been devised. In such a hydraulic control device, in recent years, from the viewpoint of environmental problems and the like, there is a demand for higher efficiency of an automatic transmission and improved fuel consumption of a vehicle.

  For example, if a normally open (N / O) type is used for the linear solenoid valve of the automatic transmission, the power consumption increases without engaging the clutch or brake corresponding to the linear solenoid valve, and the fuel efficiency of the vehicle is improved. Therefore, it is preferable to use a normally closed (N / C) type.

  On the other hand, when a so-called solenoid all-off failure occurs in which all solenoid valves including the linear solenoid valve are de-energized due to a down of a control computer (ECU), disconnection of wiring, etc. In this way, the normal closed type does not output hydraulic pressure, that is, the engagement pressure cannot be supplied to the hydraulic servo, and especially when a solenoid all-off failure occurs during traveling, a gear stage cannot be formed. Will be in a neutral (N) state.

  In view of this, there has conventionally been proposed a hydraulic control device in which a linear solenoid valve is configured as a normally closed type and reversely inputs hydraulic pressure from a discharge port of a specific linear solenoid valve (see Patent Document 1). For example, when a solenoid all-off failure occurs during running, the linear solenoid valves SLC2 and SLC3 connected to the second clutch C-2 and the third clutch C-3 that form the seventh forward speed are discharged. The forward range pressure can be reversely input to the port to improve fuel efficiency in a normal state and to achieve a fail-safe function by forming the seventh forward speed during all-off failure.

JP 2007-177932 A

  Moreover, the problem of the oil consumption flow rate of the linear solenoid valve has been pointed out as a problem for further improving the fuel consumption of the vehicle. Since the linear solenoid valve has a larger diameter than other valves, a relatively large amount of oil leaks from the gap with the valve body, and oil also leaks from the gap between the valves provided inside the linear solenoid valve. Will increase the consumption flow.

  On the other hand, an oil pump of an automatic transmission is used in a non-traveling range (for example, P, N range) with a low input rotational speed and a garage shift (for example, ND or PD) so that the hydraulic pressure does not fall when starting. Because the size is determined by the required discharge amount at the time of shifting), if the original pressure is always supplied to all the linear solenoid valves, the oil consumption flow rate increases during the non-traveling range and garage shifting, and the oil pump It will increase in size.

  As a result, power loss in the oil pump increases and the automatic transmission itself becomes large, which hinders the efficiency of the automatic transmission and the improvement of the fuel consumption of the vehicle.

  Accordingly, an object of the present invention is to provide a hydraulic control device for a multi-stage automatic transmission that improves the efficiency of the automatic transmission and the fuel consumption of the vehicle by reducing the oil consumption flow rate of the linear solenoid valve. It is.

According to the first aspect of the present invention, a plurality of friction engagement elements (C-1, C-2, C-3, C-4, B-1, B-2) and the plurality of friction engagement elements are engaged / disengaged. A plurality of hydraulic servos (51, 52, 53, 54, 61, 62), and a plurality of solenoid valves for controlling the engagement pressure (SL1, SL2, SL3, SL4, SL5) at least one less than the hydraulic servo, The engagement pressure from at least one of the plurality of engagement pressure control solenoid valves (for example, SL2) is set to two (for example, 52, 52) of the plurality of hydraulic servos (51, 52, 53, 54, 61, 62). 62) is provided with a distribution switching valve (36), and the distribution switching valve (36) specifies at least a reverse range (R range), a non-traveling range (N and P range), and a forward range (D range). Shift speed (for example, 1 In the case of engine braking), the first position (left half position) at which the engagement pressure can be supplied to one (62) of the two hydraulic servos (for example, 52 and 62), and other forward ranges ( For example, the second position where the engagement pressure can be supplied to the other (52) of the two hydraulic servos (for example, 52, 62) in the first forward speed and the second to eighth forward speeds except when the engine is braked. In the hydraulic control device (20) of the multi-stage automatic transmission configured to be (right half position),
Of the plurality of solenoid valves for controlling the engagement pressure (SL1, SL2, SL3, SL4, SL5), a predetermined value other than the specific shift speed (for example, at the first forward speed engine brake) in the forward range (D range). Hydraulic pressure of friction engagement elements (for example, C-2, C-3, C-4, B-1) engaged with a gear position (for example, the first forward speed except when the engine is braked and the second to eighth forward speeds). _Engagement pressure control solenoid valve (for example, SL3, _PSL3 , _PSL4 , _PSL5 ) for a predetermined gear stage that can output engagement pressure (for example, _PSL3 , _PSL4 , _PSL5 ) to a servo (for example, 52, 53, 54, ₆₁ ).
SL4, original pressure supply passage for supplying a source pressure to SL5) (e.g. _{a, a} 1 _{~a 7,} wherein the a 10 _{~a 12)} distribution switch valve (36) is configured to be interposed,
When the distribution switching valve (36) is in the first position (left half position), the source pressure with respect to the engagement pressure control solenoid valve (for example, SL3) for the predetermined gear stage is shut off.
The hydraulic control device (20) of the multi-stage automatic transmission is characterized by the above.

According to a second aspect of the present invention, the predetermined shift stage is not formed at the time of switching between the non-running range (N and P range) and the forward range (D range) or the reverse range (R range). (For example, the third forward speed)
The hydraulic control device (20) for a multi-stage automatic transmission according to claim 1, wherein

According to a third aspect of the present invention, in the switching control from the non-running range (N and P ranges) to the forward range (D range) or the reverse range (R range), the distribution switching valve (36) is set to the first range. Provided with a control means (6) for the position 1 (left half position),
The hydraulic control device (20) for a multi-stage automatic transmission according to claim 1 or 2, characterized in that

According to a fourth aspect of the present invention, the distribution switching valve (36) includes an urging means (36s) for urging the spool (36p) so as to be in the first position (left half position); Input the engagement pressure (P _S1 ) supplied to the hydraulic servo (51) of the friction engagement element (C-1) to be engaged, and the spool against the urging force of the urging means (36s). (36p) forward engagement pressure input oil chamber (36i) for switching to the second position (right half position), and the original pressure is inputted at the second position (right half position) The spool (36p) is locked in the second position (right half position), and the original pressure is supplied to the engagement pressure control solenoid valve (SL3) for the predetermined shift speed (for example, the third forward speed). An original pressure passage oil chamber (36j),
A hydraulic control device (20) for a multi-stage automatic transmission according to any one of claims 1 to 3.

According to a fifth aspect of the present invention, in the parking range (P range) in the non-traveling range (P and N range), the parking pressure is blocked by shutting off the original pressure with respect to the parking cylinder (33). A parking switching valve (32) that is switched to supply an original pressure to the cylinder (33) to enter a parking release state and that is held at the switched position;
A non-release signal pressure output solenoid valve (S2) for outputting a switching signal pressure (P _S2 ) for switching the parking release state to the parking state to the parking switching valve (32);
A release signal pressure output solenoid valve (S1) for outputting a switching signal pressure (P _S1 ) for switching the parking state to the parking release state to the parking switching valve (32),
The distribution switching valve (36) inputs a lock release pressure for returning the spool (36p) locked in the second position (right half position) to the first position (left half position). A pressure input oil chamber (36a);
The signal pressure (P _S1 ) of the release signal pressure output solenoid valve (S1) is also used as the lock release pressure for the distribution switching valve (36).
It exists in the hydraulic control apparatus (20) of the multistage automatic transmission of Claim 4.

  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, the distribution switching valve whose position is switched between the specific speed of the reverse range, the non-traveling range, and the forward range, and the other forward range, By being configured to intervene in the original pressure supply oil passage of the engagement pressure control solenoid valve that can output the engagement pressure during the range, the original pressure of the engagement pressure control solenoid valve is controlled by the distribution switching valve. Can be blocked. As a result, the oil consumption flow rate of the solenoid valve for engaging pressure control can be reduced in the reverse range, the non-traveling range, and the garage shift when the input rotation from the engine is small. Can be small. Moreover, since no new valve is added, the valve body does not expand. Together, these effects can improve the efficiency of the automatic transmission and improve the fuel consumption of the vehicle.

  According to the invention according to claim 2, since the oil consumption during the reverse range, the non-traveling range, and the garage shift of the engagement pressure control solenoid valve that is not used during the garage shift can be reduced, The oil pump can be reduced in size while enabling a smooth transition from the non-traveling range to the traveling range.

  According to the third aspect of the present invention, in the garage shift control in which a relatively large hydraulic pressure is used when the engine speed is low in order to achieve the starting shift speed or the reverse shifting speed, the engagement pressure control solenoid valve is used. The oil consumption flow rate can be reduced.

  According to the fourth aspect of the present invention, the distribution switching valve is easily switched to the second position by supplying the forward engagement pressure input oil chamber with the engagement pressure of the friction engagement element that is engaged when starting. Therefore, the original pressure can be supplied to all the solenoid valves for controlling the engagement pressure to smoothly shift to the forward travel range.

  According to the fifth aspect of the present invention, the original pressure of the solenoid valve for controlling the engagement pressure is reliably distributed at the time of parking by returning the distribution switching valve to the first position by the signal pressure of the release signal pressure output solenoid valve. It can be shut off at the switching valve.

The skeleton figure which shows the automatic transmission mechanism which concerns on embodiment of this invention. The operation | movement table | surface of the automatic transmission which concerns on embodiment of this invention. 1 is a schematic diagram showing a hydraulic control apparatus according to an embodiment of the present invention. The operation | movement table | surface of the hydraulic control apparatus which concerns on embodiment of this invention. (A) Time chart showing operation of distribution switching valve at ND, (b) Time chart showing operation of distribution switching valve at PD.

  Embodiments according to the present invention will be described below with reference to the drawings.

[Configuration of automatic transmission]
First, a schematic configuration of a shift-by-wire automatic transmission 1 (hereinafter simply referred to as “automatic transmission”) to which the present invention can be applied will be described with reference to FIG. As shown in FIG. 1, an automatic transmission 1 suitable for use in, for example, an FR type (front engine, rear drive) vehicle has an input shaft 11 of the automatic transmission 1 that can be connected to an engine (not shown). The torque converter 7 and the speed change mechanism 2 are provided around the axial direction of the input shaft 11.

  The torque converter 7 has a pump impeller 7a connected to the input shaft 11 of the automatic transmission 1, and a turbine runner 7b to which the rotation of the pump impeller 7a is transmitted via a working fluid. The runner 7 b is connected to the input shaft 12 of the transmission mechanism 2 that is arranged coaxially with the input shaft 11. Further, the torque converter 7 is provided with a lock-up clutch 10, and when the lock-up clutch 10 is engaged, the rotation of the input shaft 11 of the automatic transmission 1 causes the input shaft 12 of the transmission mechanism 2 to rotate. Communicated directly to.

  The speed change mechanism 2 includes a planetary gear DP and a planetary gear unit PU on the input shaft 12 (and the intermediate shaft 13). The planetary gear DP includes a sun gear S1, a carrier CR1, and a ring gear R1, and the carrier CR1 has a pinion P1 that meshes with the sun gear S1 and a pinion P2 that meshes with the ring gear R1. This is a so-called double pinion planetary gear.

  The planetary gear unit PU also has a sun gear S2, a sun gear S3, a carrier CR2, and a ring gear R3 as four rotating elements. The long pinion P4 that meshes with the sun gear S2 and the ring gear R3 and the long pinion This is a so-called Ravigneaux type planetary gear having P4 and a short pinion P3 meshing with the sun gear S3 in mesh with each other.

  The sun gear S1 of the planetary gear DP is connected to, for example, a boss portion 3b that is integrally fixed to the transmission case 3, and the rotation is fixed. The boss portion 3b extends from the oil pump body. The carrier CR1 is connected to the input shaft 12 and is rotated in the same rotation as the rotation of the input shaft 12 (hereinafter referred to as “input rotation”), and the fourth clutch C-4 (friction engagement). Connected). Further, the ring gear R1 is decelerated by the input rotation being decelerated by the fixed sun gear S1 and the carrier CR1 that rotates, and the first clutch C-1 (friction engagement element) and the third clutch. It is connected to C-3 (friction engagement element).

  The sun gear S2 of the planetary gear unit PU is connected to a first brake B-1 (friction engagement element) as a locking means and can be fixed to the transmission case 3, and the fourth clutch C- 4 and the third clutch C-3, the input rotation of the carrier CR1 is input via the fourth clutch C-4, and the reduction rotation of the ring gear R1 is input via the third clutch C-3. It is free. Further, the sun gear S3 is connected to the first clutch C-1, so that the reduced rotation of the ring gear R1 can be input.

  Further, the carrier CR2 is connected to the second clutch C-2 (friction engagement element) to which the rotation of the input shaft 12 is input via the intermediate shaft 13, and is input via the second clutch C-2. Rotation can be input, and the transmission case is connected to the one-way clutch F-1 and the second brake B-2 (friction engagement element) as locking means, and the one-way clutch F-1 is used for the transmission case. 3 is restricted from rotating in one direction, and the rotation can be fixed via the second brake B-2. The ring gear R3 is connected to an output shaft 15 that outputs rotation to a drive wheel (not shown).

  And the above-mentioned transmission mechanism 2 operates each clutch and each brake with the combination shown in the engagement table | surface showing the relationship between each gear stage shown in FIG. 2, each clutch, and each brake, A forward 1st to 8th gear and a reverse 1st gear are achieved.

[Overall configuration of hydraulic control unit]
Next, the overall configuration of the hydraulic control apparatus 20 according to the present invention will be described with reference to FIG. In addition, although the actual spool in each valve is one, in order to explain the switching position or control position of the spool position, the right half state shown in FIG. "Left half position".

The hydraulic control device 20 mainly includes a strainer, an oil pump, a primary regulator valve, a secondary regulator valve, a solenoid modulator valve, a linear solenoid valve SLT, and the like for regulating and generating hydraulic pressures that are various source pressures. cage, in the present embodiment is illustrated as a line pressure generating source 5 together oil pump and the primary regulator valve to generate these line pressure P _L.

  The hydraulic control device 20 includes a plurality of linear solenoid valves (engagement pressure control solenoid valves) SL1 to SL5 and the clutch C-1 based on the engagement pressures regulated by the linear solenoid valves SL1 to SL5. Hydraulic servos 51, 52, 53, 54, 61, 62 that can disengage C-4 and brakes B- 1 and B- 2, a parking switching valve 32, a parking cylinder 33, a source pressure switching valve 35, A distribution switching valve 36 and first to third solenoid valves S1, S2, S3 for controlling the valves 32, 35, 36 are provided. Based on a control signal from the control unit 6, these solenoid valves SL1 to SL1 are provided. SL5, S1 to S3 are electrically controlled, and the friction engagement elements C-1 to C-4, B-1, and B-2 are engaged and disengaged.

  Note that solenoid valves other than the third solenoid valve S3 in the hydraulic control device 20, that is, the linear solenoid valves SL1 to SL5, and the first and second solenoid valves S1 and S2 are not energized (hereinafter also referred to as “off”). )), The so-called normally closed (N / C) type is used in which the input port and the output port are disconnected and communicated when energized (hereinafter also referred to as “on”). Only the solenoid valve S3 is of a normally open (N / O) type.

Furthermore, pressure line pressure regulated by the line pressure generating source 5 P _L are each oil passage a, via a ₂ and the oil passage a _3, the normally closed (N / C) type of the first and second The input to the input ports S1a and S2a of the solenoid valves S1 and S2 and the input of the normally open (N / O) type third solenoid valve S3 through the oil passages a, a ₁ , a ₄ and a ₅ Input to port S3a.

Further, the line pressure P _L as source pressure for actuating the Park cylinder 33 of the parking device (not shown), the oil passage a, with input to the input port 32b of the parking switch valve 32 via a _1, a linear As the source pressure for operating the solenoid valves SL1 to SL5, the input port 35b of the source pressure switching valve 35 and the distribution via the oil passages a, a ₁ , a ₄ and the oil passages a, a ₁ , a ₄ , a _{6 respectively.} The signal is input to the input port 36 b of the switching valve 36.

[Configuration of transmission operation section of hydraulic control device]
Next, the configuration of the speed change operation unit of the hydraulic control device 20 will be described. The parking switching valve 32 has one spool 32p and springs 32s that are contracted at one end of the spool 32p and bias the spool 32p upward in the drawing, and at both ends thereof. A first control oil chamber 32a and a second control oil chamber 32c are formed respectively, and a first solenoid valve (release signal pressure output solenoid valve) is connected to the first control oil chamber 32a via oil passages b and b1. The signal pressure _PS1 from the output port S1b of _S1 is input, and the signal from the output port S2b of the second solenoid valve (non-release signal pressure output solenoid valve) S2 is input to the second control oil chamber 32c via the oil passage c. The pressure _PS2 is configured to be input.

Further, the parking switch valve 32 has a discharge port EX, an input port 32b of the line pressure P _L is supplied, an output port 32d that is communicated or blocked and the input port 32b in accordance with the movement of the spool 32p, a The output port 32d communicates with a parking cylinder 33 of a parking device (not shown) via an oil passage n. Therefore, when the signal pressure P _S1 from the first solenoid valve S1 to the first hydraulic chamber 32a is output, the spool 32p is in the right half position, the line pressure P _L is inputted to the parking cylinder 33, the parking release state It is comprised so that it may become. Note that the signal pressure P _S1 is branched from the oil passage b, a first control oil chamber of the distribution switch valve 36 via the oil passage b ₂ (lock release pressure input oil chamber) is also input to the 36a.

On the other hand, in the normally open type third solenoid valve S3, in the non-energized state, the line pressure P _{L is set} to the signal pressure P _S3 and the oil path j from the output port S3b to the control oil chamber 35a of the source pressure switching valve 35 In the energized state, the signal pressure _PS3 is cut off.

Source pressure switch valve 35, and the control oil chamber 35a, an input port 35b of the line pressure _{P L} is input, and an output port 35c, an input (output) port 35d, an output port 35e, an input port 35f, It has a discharge port EX, a spool 35p, and a spring 35s that biases the spool 35p upward in the drawing. The spool 35p is in the signal pressure P _S3 is input to the control oil chamber 35a moves downward in FIG right half position, and the other is moved upward in the drawing by the biasing force of the spring 35s Left half position.

The output port 35c communicates with the input port 35b in the left half position, and is a solenoid that may be used at the time of garage shift (ND, NR, PD, PR). valves SL2, SL1, SL4, SL5 input port SL2a, SL1a, SL4a, the SL5a, via an oil passage _a 7 _{~a 11,} is configured to supply the line pressure _{P L} as source pressure.

When the original pressure switching valve 35 is in the right half position, the input port 35b communicates with the output port 35e, and the output port 35e is connected to the ports 36e and 36f of the distribution switching valve 36 and the oil passages d and d1. The input port 35f of the source pressure switching valve 35 is communicated. The input port 35f is connected to the discharge ports SL2c and SL3c of the linear solenoid valves SL2 and SL3 via the output port 35d and the oil passages d3 and d4, so that the input port 35b can be used during solenoid all-fails. The line pressure P _L input to the linear solenoid valves SL2 and SL3 is reversely input to the discharge ports SL2c and SL3c.

In addition to the ports 36e and 36f described above, the distribution switching valve 36 includes a first control oil chamber 36a to which the signal pressure PS1 of the first solenoid valve _S1 is input, and an output port SL2b of the linear solenoid valve SL2. an input port 36c for inputting the engagement pressure _{P SL2} output, an output port 36g connected to the hydraulic servo 62 of the brake B-2 via the oil passage _{e 1,} the clutch C via the oil passage _{e 2} an output port 36h connected to the hydraulic servo 52 -2, the second control oil chamber for inputting the engagement pressure _{P SL1} from the output port SL1b of the linear solenoid valve SL1 through an oil passage _{g 1} (forward engagement Pressure input oil chamber) 36i, a spool 36p, a spring (biasing means) 36s for biasing the spool 36p downward in the figure, and an input port 3 which will be described later in detail. And b and an output port 36d, a has.

Then, the engagement pressure P _SL2 from the linear solenoid valve SL2, the non-driving range (P and N range), when the R-range and first forward speed engine brake hydraulic servo spool 36p becomes the left half position In other cases, the spool 36p is in the right half position, and the engagement pressure _PSL2 is distributed to the hydraulic servo 52 for output.

Spool 36p of distribution switch valve 36, the first control oil chamber 36a to the first solenoid engagement pressure _{P SL1} from the signal pressure _{P S1} output port SL1b with no input to the second control oil chamber 36i from valve S1 When input, it moves upward in the figure to the right half position. Further, the spool 36p has a small-diameter land portion formed at the lowermost portion in the drawing and a large-diameter land portion above it, and an oil chamber (between the small-diameter land portion and the large-diameter land portion ( the source pressure passage oil chamber) 36j, are configured to the line pressure from the input port 36b P _L can be entered. Therefore, the distribution switch valve 36, the spool 36p is input to the oil chamber 36j line pressure P _L from the input port 36b becomes the right half position moved upward against the urging force of the spring 36 s, the upper large Based on the pressure receiving area difference between the radial land portion and the lower small-diameter land portion, the spool 36p is applied in a direction opposite to the biasing direction of the spring 36s, that is, in the upper part of the figure with a force stronger than the biasing force of the spring 36s. Forced and locked. When the signal pressure _PS1 from the output port S1b is input to the first control oil chamber 36a in the locked state, the urging force by the signal pressure _PS1 and the urging force by the spring 36s are combined. In order to overcome the force, the spool 36p is moved downward in the drawing to the left half position.

Next, the input port 36b and the output port 36d of the above-described distribution switching valve 36 will be described in detail. Input port 36b is input line pressure _{P L} via the oil passage _{a 6,} the output port 36d via the oil passage _{a 12,} being connected to the input port SL3a of the linear solenoid valve SL3, these input ports 36b and the output port 36d are configured to communicate when the spool 36p is in the right half position and to be blocked when the spool 36p is in the left half position.

The oil passages a ₆ , a _{12 form} original pressure supply oil passages a, a ₁ , a ₄ , a ₆ , a ₁₂ for supplying the original pressure to the linear solenoid valve SL3. distribution switch valve 36 _{by 6, a 12} is connected to the input port 36b and the output port 36d, the original pressure supply path _a of the linear solenoid valve SL3, interposed _a 1, _{a 4,} a _{6, a 12} Has been placed.

  As described above, the spool 36p of the distribution switching valve 36 is in the left half position during the P, R, N range and forward first speed engine braking, and in the other cases, the spool 36p is in the right half position. Therefore, the source pressure to the linear solenoid valve SL3 that is not used during garage shift (NR, ND, PD, PR) is distributed during the P, R, N range and forward first speed engine braking. In other cases, the switching valve 36 is shut off, and in other cases, the spool 36p is in the right half position and is supplied without being shut off by the distribution switching valve 36.

[Effect of each gear stage]
Next, the operation of each gear position in the hydraulic control device 20 will be described based on the operation table of the automatic transmission in FIG. 4 and FIG.

[Operation from 1st forward speed to 8th forward speed]
When the shift range is in the D range (except when the first forward speed engine brake is applied), the first and second solenoid valves S1 and S2 are turned off by the control signal from the control unit 6, and the third solenoid valve S3. Is turned on. Therefore, the signal pressure P _S1 to the output pressure _S 1b to S3b of each of the first to third solenoid valves _S1 to S3
Although P _S3 is not output, the spool 32p of the parking switch valve 32 is locked to the right half position by the difference in pressure receiving area of the large-diameter land portion and the small-diameter land portion, the line pressure P _L is supplied to the parking cylinder 33 The parking release state is maintained.

Further, by the urging force of the spring 35s, the original pressure switch valve 35, since the spool 35p is in the left half position, the line pressure _{P L} acts on the input port 35b is the linear solenoid valve SL1 from the output port 35c, SL2, SL4 , Output to all of SL5.

Here, when turning on the linear solenoid valve SL1, the clutch C-1 is engaged is supplied with the engagement pressure P _SL1 to the hydraulic servo 51 from the output port SL1b, Tsu coupled with the engagement of the one-way clutch F-1 Thus, the first forward speed is achieved.

Here, when turning on the linear solenoid valve SL1, SL5, and the linear solenoid valve SL1, the clutch C-1 is engaged is supplied with the engagement pressure _{P SL1} from the output port SL1b to the hydraulic servo 51, also in the linear solenoid valve SL5 is, the first brake B-1 is locked by engagement pressure P _SL5 to the hydraulic servo 61 is supplied from the output port SL5b, thereby, the second forward speed is achieved.

As in the case of the second forward speed, the control unit 6 controls the linear solenoid valves _{SL1 to SL5} as shown in the operation table of FIG. 4 to output the engagement pressures PSL1 to PSL5. As shown in the engagement table of FIG. 2, the friction engagement elements are engaged, and each shift speed from the third forward speed to the eighth forward speed is achieved.

During engine braking at the first forward speed, the first solenoid S1 is turned on, the distribution switching valve 36 is in the left half position, and the linear solenoid valves SL1 and SL2 are turned on. When the engagement pressure _PSL1 is output from the linear solenoid valve SL1 to the hydraulic servo 51, the clutch C-1 is engaged. When the engagement pressure _PSL2 is output from the linear solenoid valve SL2, the engagement pressure _PSL1 is output. _PSL2 is output from the output port 36g of the distribution switching valve 36 to the hydraulic servo 62 via the oil passage e1, and the brake B-2 is locked. As a result, forward first speed engine braking is achieved.

[Operation during solenoid valve all-off failure]
Next, the solenoid all-off failure will be described. In the hydraulic control device 20 of this automatic transmission, when a failure is detected in a solenoid valve, various switching valves, various control valves, etc., a solenoid / control device that turns off all the solenoid valves under the control of the control unit 6. Transition to all-off fail mode. For example, even when a disconnection, a short circuit, or the like occurs, the solenoid is also all off in the same manner. Therefore, in this specification, the solenoid / all off fail mode is set including these states.

For example, when the vehicle is in the D range and the solenoid all-off fail mode is set for some reason, all the solenoid valves are turned off (becomes a failure). At this time, when all the solenoid valves are turned off, the signal pressure _PS3 is output only to the normally open type third solenoid valve S3, and the other solenoid valves stop outputting the signal pressure or the engagement pressure. Therefore, especially in the linear solenoid valves SL2 and SL3, the output ports SL2b and SL3b are in communication with the discharge ports SL2c and SL3c.

Further, in the source pressure switch valve 35, the signal pressure P _S3 of the third solenoid valve S3 are turned ON is input to the control oil chamber 35a, by overcoming the urging force of the spring 35s, the spool 35p is right half because switched to position (reverse input pressure output position), the line pressure P _L input to the input port 35b is output from the output port 35e, it is input to the input port 36e of the distribution switch valve 36. At this time, since the distribution switching valve 36 is locked at the right half position based on the pressure receiving area difference between the large-diameter land portion and the small-diameter land portion as described above, the line pressure P input to the input port 36e. _L is input from the output port 36f to the reverse pressure input port 35f of the source pressure switching valve 35, and is supplied to the discharge ports SL2c and SL3c of the linear solenoid valves SL2 and SL3 via the output port 35d as the reverse input pressure P _35d , respectively. Entered.

Thus, the linear solenoid valve SL2 reverse input pressure _{P 35d} is input from the discharge port SL2c, is output from the discharge port SL2c as the engagement pressure _{P SL2,} via the output port 36h from the input port 36c of the distribution switch valve 36 Supplyed to the hydraulic servo 52, the second clutch C-2 is engaged. At the same time, the linear solenoid valve SL3 reverse input pressure _{P 35d} is input from the discharge port SL3c is for supplying the engagement pressure _{P SL3} from the output port SL3b to the hydraulic servo 53, whereby the third clutch C-3 Engaged. Therefore, coupled with the engagement of the second clutch C-2, the seventh forward speed is achieved.

  As described above, in the solenoid all-off fail mode in which the vehicle is traveling in the forward range, the seventh forward speed in which the second clutch C-2 and the third clutch C-3 are engaged is set. .

[Operation at P, N, R range and garage shift]
On the other hand, when the shift range is in the P range, the first solenoid valve S1 is turned off and the second and third solenoid valves S2 and S3 are turned on by the control signal from the controller 6, and the output port S2b is turned on. The signal pressure _PS2 is output. As a result, in the parking switching valve 32, the signal pressure _PS2 acts only on the second control oil chamber 32c, so that the spool 32p is in the left half position in combination with the urging force of the spring 32s, and the line to the input port 32b. input pressure P _L is cut off. Then, the parking rod (not shown) moves to the parking pole side by the biasing force of the spring, and the parking pole is pressed by the wedge and meshed with the park gear, thereby entering the parking state.

At this time, the control unit 6 the third solenoid valve S3 is turned on, the source pressure switch valve 35 is not acting signal pressure P _S3 from the output port S3b to the control oil chamber 35a, the spool 35p is left half Position. Thereby, the line pressure _{P L} acts on the input port 35b is output from the port 35c, the garage shift (N-D, N-R , P-D, P-R) at can be used linear solenoid valves SL1, SL2, SL4, but is output to all the SL5, for these linear solenoid valves SL1, SL2, SL4, SL5 are all in the oFF state, the engagement pressure _{P SL1, P SL2, P SL4} , P SL5 are not output .

On the other hand, the supply of the original pressure (line pressure P _L ) to the linear solenoid valve SL3 that is not used during the garage shift causes the spool 36p to be biased to the left half position by the spring 36s, and the input port 36b is cut off. Therefore, the distribution switching valve 36 interposed in the original pressure supply oil passages a, a ₁ , a ₄ , a ₆ , a ₁₂ is shut off.

When the shift lever is operated to the N range, the second solenoid valve S2 is turned off and the first solenoid valve S1 is turned on. Then, the control pressure _PS1 is output from the first solenoid valve S1 to the parking switching valve 32, and the spool 32p is moved to the right half position against the urging force of the spring 32s. When the line pressure P _L is supplied to the parking cylinder 33, the above-mentioned wedge Parking state is released disengaged from the parking pawl, a neutral state is achieved.

Next, the operation during the garage shift will be described. When the shift lever is operated to the D range from the neutral state and the ND shift control is started, as shown in FIG. 5A, the linear solenoid valve SL1 is turned on and the hydraulic servo of the clutch C-1 is turned on. engagement pressure _{P SL1} starts to be output to 51. The engagement pressure _PSL1 is gradually increased in the backpacking phase (a in FIG. 5), the engagement phase (b in FIG. 5), and the completion control phase (c in FIG. 5) so that an engagement shock does not occur. The hydraulic pressure is raised to engage the clutch C-1.

Moreover, the engagement pressure _{P SL1} is also outputted to the second control oil chamber 36i of the distribution switch valve 36 through an oil passage g1.

On the other hand, in the N-D in the transient, the first solenoid valve S1, similarly to the time of neutral are turned on, the sorting switch signal pressure P via the oil passage b ₂ to the first control oil chamber 36a of the valve 36 _S1 is output.

Therefore, the spool 36p of the distribution switch valve 36, a downward biasing force to the side of FIG. 3 according to the signal pressure P _S1 and spring 36 s, and the force for urging the upper side of FIG. 3 by the engagement pressure P _SL1 However, since the land portion on the second control oil chamber 36i side is formed with a smaller diameter than the land portion on the first control oil chamber 36a side, the difference in pressure receiving area of these land portions and the attachment of the spring 36s. Due to the force, the spool 36p is maintained at the left half position as in the neutral state.

Therefore, the input port 36b by the spool 36p are cut off, the line pressure _{P L,} while in the N-D transient described above (in control engagement of the clutch C-1), supplied to an input port SL3a of the linear solenoid valve SL3 Instead, the distribution switching valve 36 is shut off.

Further, when the ND shift control is completed and the D range is reached, the first solenoid valve S1 is turned off, and the control pressure _PS1 is not output from the first solenoid valve S1 to the first control oil chamber 36a. the engagement pressure _{P SL1} acting on second control oil chamber 36i spool 36p moves to the right half position. Then, the above to the linear solenoid valve SL3 with the line pressure P _L is supplied from the input port 36b as source pressure, the one-way clutch F-1 is engaged with the first forward speed is achieved.

At this time, the parking switch valve 32, even if no longer output the control pressure P _S1 from the first solenoid valve S1, the spool 32p by a difference in pressure receiving area of the large-diameter land portion and the small-diameter land portion as described above is the right half is locked into position, and outputs the line pressure P _L to the parking cylinder 33 maintains the parking release state.

  In order to reduce the engagement shock at the time of ND, when performing squart control in which the second forward speed on the high speed side rather than the first forward speed is performed during the garage shift, the linear solenoid is used. The valves SL1 and SL5 are turned on, the clutch C-1 is engaged, and the brake B-1 is locked.

On the other hand, when the shift lever from the neutral state is operated to the R range, the linear solenoid valve SL2, SL4 are turned on by the control unit 6, output from the port SL2b to the input port 36c of the distribution switch valve 36 engagement pressure _{P SL2} is output However, since the first solenoid valve S1 is kept on and the spool 36p is in the left half position, the engagement pressure _PSL2 is supplied from the input port 36c to the hydraulic servo via the output port 36g. 62, whereby the brake B-2 is locked. At the same time, the on-operation of the linear solenoid valve SL4, the line pressure _{P L} from the output port 35c of the source pressure switch valve 35 is pressure regulating output as the engagement pressure _{P SL4} from the output port SL4b to the hydraulic servo 54, the fourth The clutch C-4 is engaged. Accordingly, the reverse speed R is achieved in combination with the locking of the second brake B-2.

When shifting from the P range to the R range, the second solenoid valve S2 is turned off, the first solenoid valve S1 is turned on, the distribution switching valve 36 is set to the left half position, and the original pressure P _{L of the} linear solenoid valve SL3 is set. with blocking the, except that the parking release state by supplying the line pressure P _L to the parking cylinder 33 operates exactly like the transition from the neutral state described above.

Next, the case of shifting from the P range to the D range will be described. As shown in FIG. 5B, when the shift lever is operated from the P range to the D range and the PD shift control is started, the linear solenoid valve SL1 is turned on similarly to the ND shift control. engagement pressure _{P SL1} to the hydraulic servo 51 of the clutch C-1 Te begins to output.

When the PD shift control is started, the first solenoid valve S1 that has been turned off is turned on, and a signal is sent to the first control oil chamber 32a of the parking switching valve 32 and the first control oil chamber 36a of the distribution switching valve 36. The pressure _PS1 is output.

When the signal pressure P _S1 to the first control oil chamber 32a of the parking switch valve 32 is output, the spool 32p becomes the right half position, the parking release state to the parking cylinder 33 the line pressure P _L is supplied. Incidentally, the spool 32p is locked to the right half position by the line pressure _{P L.}

In addition, when the signal pressure _PS1 is output to the first control oil chamber 36a of the distribution switching valve 36 in a state where the engagement pressure _PSL1 is output to the hydraulic servo 51 of C-1, the spool 36p signals and downward biasing force to the side of the pressure P _S1 and 3 by the spring 36 s, but acts as a force for urging the upper side of FIG. 3 by the engagement pressure P _SL1, the difference in pressure receiving area of a land portion as described above The spool 36p moves to the left half position by the biasing force of the spring 36s.

Thereby, the input port 36b by the spool 36p is blocked, the line pressure _{P L} during P-D transients without being supplied to the input port SL3a of the linear solenoid valve SL3, is blocked in the distribution switch valve 36.

Further, when the ND shift control is completed and the D range is reached, the first solenoid valve S1 is turned off, and the control pressure _PS1 is not output from the first solenoid valve S1 to the first control oil chamber 36a. distribution switch valve 36 spool 36p is moved by the engagement pressure _{P SL1} acting on second control oil chamber 36i becomes the right half position. Then, the line pressure P _L as source pressure to the linear solenoid valve SL3 described above is supplied from the input port 36b, the one-way clutch F-1 is engaged with the first forward speed is achieved.

As described above, by configuring the hydraulic control device 20 of the multistage automatic transmission, the distribution switching valve 36 can be connected to the original pressure supply oil passages a, a ₁ , a ₄ , a without adding new valves. ₆ , a ₁₂ , the original pressure of the solenoid valve SL 3 that is not used during the garage shift can be shut off at the distribution switching valve 36.

Thereby, since a large diameter, the amount of oil often leaks from such a gap between the valve body relative to the distribution switch valve 36, it is not necessary to supply the line pressure P _L always the original pressure in the solenoid valve SL3, oil The consumption flow rate can be reduced.

  In particular, the distribution switching valve 36 is spooled at the P, R, N shift, at the time of engine braking at the first forward speed, and at other speeds (from the first forward speed to the eighth forward speed except when the engine is braked). Since 36p is switched, the input rotational speed from the engine is low, and the garage shift is performed at the time of the garage shift that tends to cause a hydraulic shortage by using the hydraulic pressure to engage the clutch C-1 (and B-1). The original pressure of the linear solenoid valve SL3 that is not used can be shut off. Further, the original pressure of the linear solenoid valve SL3 can be cut off during the P, R, and N shifts.

  Therefore, the required discharge amount of the oil pump can be reduced, and by reducing the size of the oil pump, the overall efficiency of the automatic transmission can be increased and the size of the automatic transmission can be reduced, thereby improving the fuel efficiency of the vehicle. be able to. In addition, since no new valve is added, the valve body expands and gravity increases, and the fuel consumption of the vehicle is not deteriorated.

A distribution switching valve 36 is provided in the source pressure supply circuits a, a _{1 to} a ₇ and a _{10 to} a ₁₂ of all the solenoid valves SL3 to SL5 other than the solenoid valves SL1 and SL2 that output the engagement pressure during engine braking. Although it may be interposed, it is desirable to interpose the distribution switching valve 36 in the original pressure supply circuit of the linear solenoid valve that is not used particularly during the garage shift. For example, when the above-described squat control is not performed, not only the linear solenoid valve SL3 but also the original pressure to the linear solenoid valve SL5 may be supplied via the distribution switching valve 36.

  Further, in the present embodiment described above, the case where the hydraulic control device 20 is applied to the multi-stage automatic transmission 1 that enables the eighth forward speed and the first reverse speed has been described as an example. The present invention is not limited to this, and is particularly suitable for an automatic transmission having a large number of forward shift stages, but can be applied to any type of stepped automatic transmission.

6 Control unit (control means)
20 Hydraulic control device 32 Parking switching valve 33 Parking cylinder 36 Distribution switching valve 36p Spool 36s Spring (biasing means)
36i Second control oil chamber (forward engagement pressure input oil chamber)
36j Oil chamber (original pressure passage oil chamber)
S1 1st solenoid valve (release signal pressure output solenoid valve)
S2 Second solenoid valve (non-release signal pressure output solenoid valve)
51, 52, 53, 54, 61, 62 Hydraulic servo C-1, C-2, C-3, C-4 Clutch (friction engagement element)
B-1, B-2 Brake (Friction engagement element)
SL1, SL2, SL3, SL4, SL5 Linear solenoid valve (solenoid valve for engagement pressure control)
a, a ₁ , a ₄ , a ₆ , a ₁₂ source pressure supply oil passage

Claims (5)

A plurality of friction engagement elements, a plurality of hydraulic servos for engaging and disengaging the plurality of friction engagement elements, a plurality of engagement pressure control solenoid valves at least one less than the hydraulic servo, and the plurality of engagement pressure controls A distribution switching valve for distributing the engagement pressure from at least one of the solenoid valves to two of the plurality of hydraulic servos, wherein the distribution switching valve specifies at least a reverse range, a non-traveling range, and a forward range; The first position is such that the engagement pressure can be supplied to one of the two hydraulic servos during a shift stage, and the engagement pressure is supplied to the other of the two hydraulic servos during a forward range other than these. In a hydraulic control device for a multi-stage automatic transmission configured to be a second position where
A predetermined gear stage capable of outputting an engagement pressure to a hydraulic servo of a friction engagement element engaged with a predetermined gear stage other than the specific gear stage in the forward range among the plurality of solenoid valves for controlling the engagement pressure. Configured so that the distribution switching valve is interposed in a source pressure supply oil passage for supplying source pressure to the solenoid valve for engagement pressure control for
When the distribution switching valve is in the first position, the original pressure with respect to the engagement pressure control solenoid valve for the predetermined gear stage is cut off.
A hydraulic control device for a multi-stage automatic transmission. The predetermined shift stage is a shift stage that is not formed at the time of switching between the non-running range and the forward range or the reverse range.
The hydraulic control apparatus for a multi-stage automatic transmission according to claim 1. At the time of switching control from the non-running range to the forward range or the reverse range, the control means for setting the distribution switching valve to the first position,
3. The hydraulic control device for a multi-stage automatic transmission according to claim 1, wherein the hydraulic control device is a multi-stage automatic transmission. The distribution switching valve receives an urging means for urging the spool so as to be in the first position, and an engagement pressure supplied to a hydraulic servo of a friction engagement element that is engaged when starting forward. A forward engagement pressure input oil chamber that switches the spool to the second position against the urging force of the urging means, and the original pressure is input when the second position is reached. A source pressure passage oil chamber that locks to a second position and supplies the source pressure to the engagement pressure control solenoid valve for the predetermined gear stage.
The hydraulic control device for a multistage automatic transmission according to any one of claims 1 to 3. In the parking range in the non-traveling range, the original pressure on the parking cylinder is shut off to be in the parking state, and outside the parking range, the original pressure on the parking cylinder is supplied to be in the parking release state and switched. A parking switching valve held in a different position,
A non-release signal pressure output solenoid valve for outputting a switching signal pressure for switching the parking release state to the parking state to the parking switching valve;
A release signal pressure output solenoid valve that outputs a switching signal pressure for switching the parking state to the parking release state to the parking switching valve;
The distribution switching valve has a lock release pressure input oil chamber for inputting a lock release pressure for returning the spool locked in the second position to the first position;
The signal pressure of the release signal pressure output solenoid valve is also used as the lock release pressure for the distribution switching valve.
5. The hydraulic control device for a multistage automatic transmission according to claim 4.

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