JP2013199985A - Oil pressure supply device of automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an oil pressure supply device of an automatic transmission, configured to reduce operation time of a gear fastening mechanism by suppressing drag torque with a simple configuration, in a twin-clutch type automatic transmission.SOLUTION: An oil pressure supply device includes: an electromagnetic control valve 80x which supplies a signal pressure to a control valve 80d that supplies a line pressure to an oil path 80e when a gear fastening mechanism to fasten a shift gear operates, so as to increase the line pressure; and a lubrication switching valve 80κ which is disposed in a lubrication supply oil path 80η that is branched at a branch point and can supply a part of the line pressure from a lubrication port 80θ, which is energized at one end thereof by a spring 80κ2 toward the other end and which receives application of the line pressure or the signal pressure at the other end to be energized toward the one end. The lubrication switching valve 80κ connects the branch point to the lubrication port in a set condition in which the line pressure or the signal pressure does not exceed the set load of the spring, and cuts off the connection between the branch point and the lubrication port under a working condition in which the line pressure or the signal pressure exceeds the set load.

Description

  The present invention relates to a hydraulic pressure supply device for an automatic transmission, and more specifically to a hydraulic pressure supply device for a twin clutch type automatic transmission.

  As an example of the hydraulic pressure supply device of the twin clutch type automatic transmission, for example, the technique described in Patent Document 1 can be cited. The technology described in Patent Document 1 is a plurality of gears arranged between first and second input shafts and output shafts connected to a prime mover mounted on a vehicle via first and second clutches. An automatic transmission having a gear fastening mechanism (synchronizing mechanism) that can fasten any one of them to the input shaft, etc., and adjusting the hydraulic pressure discharged from the hydraulic pump to the line pressure to the gear fastening mechanism from the line pressure supply oil passage An adjustment valve that can be supplied for operation is provided, and the output of the prime mover is shifted by a fastened gear and output.

  Further, in the technique described in Patent Document 2, in an automatic transmission in which lubricating oil is supplied to a friction engagement element including a planetary mechanism brake to perform lubrication and cooling, it is necessary during the operation of the friction engagement element. It has been proposed that a large amount of lubricating oil is supplied, but if it is not the case, the amount is reduced to a small amount to prevent drag torque from being generated by the lubricating oil.

JP 2011-052800 A JP 2003-042186 A

  In the above-described twin clutch type automatic transmission, when the hydraulic pressure is supplied to the first and second clutches when the hydraulic pressure is supplied to the gear fastening mechanism, the drag torque is generated. The operation of the gear fastening mechanism may be delayed. Further, if an electromagnetic control valve or the like is added to avoid this, the configuration becomes complicated and the cost increases.

  The technique described in Patent Document 2 supplies a large amount of necessary lubricating oil during the operation of the friction engagement element, but if not, it is stopped to prevent the generation of drag torque due to the lubricating oil. Proposal, but it stopped.

  SUMMARY OF THE INVENTION An object of the present invention is to solve the above-described problems, and in an automatic transmission of a twin clutch type, an automatic transmission that has a simple configuration and suppresses drag torque to shorten the operation time of the gear fastening mechanism. The object is to provide a hydraulic supply device.

  In order to solve the above-described problem, in claim 1, an input shaft connected to a prime mover mounted on a vehicle via a clutch, an output shaft arranged in parallel to the input shaft, and the input Automatic transmission comprising a plurality of gears arranged between a shaft and the output shaft, and a gear fastening mechanism capable of fastening any of the plurality of gears to the input shaft or the output shaft A hydraulic pump capable of pressurizing and discharging the hydraulic oil stored in the reservoir, and adjusting the hydraulic pressure discharged from the hydraulic pump to the line pressure to operate from the line pressure supply oil passage to the clutch and the gear fastening mechanism. A hydraulic pressure supply for an automatic transmission that includes an adjustment valve that can be supplied for use, and that outputs an output of the prime mover from the input shaft and shifts the gear by a gear stage fastened by the gear fastening mechanism and outputs the gear from the output shaft. In the equipment An electromagnetic control valve capable of increasing the line pressure by supplying a signal pressure to the adjustment valve via a signal pressure supply oil path during operation of the gear fastening mechanism; and branching from the line pressure supply oil path at a branch point A lubrication supply oil path connected to a lubrication port and capable of supplying a part of the line pressure from the lubrication port to the clutch and gear fastening mechanism for lubrication, and disposed in the lubrication supply oil path, with a spring at one end And a lubrication switching valve that is biased toward the one end side by being applied with the line pressure or signal pressure at the other end side. In the set state where the pressure or signal pressure does not exceed the set load of the spring, the branch point is connected to the lubrication port, while in the operating state where the signal pressure exceeds the set load of the spring, the branch point and the And configured to cut off the connection of the lubricating port.

  According to claim 2, the first and second input shafts connected to the prime mover mounted on the vehicle via the first and second clutches, and the first and second input shafts are arranged in parallel. At least one output shaft, a plurality of shift gears disposed between the first and second input shafts and the output shaft, and any one of the plurality of shift gears are the first, An automatic transmission comprising a gear fastening mechanism that can be fastened to one of the second input shafts or the output shaft, a hydraulic pump capable of pressurizing and discharging hydraulic oil stored in a reservoir, and discharged from the hydraulic pump An adjustment valve capable of adjusting the hydraulic pressure to a line pressure and supplying the first and second clutches and a gear fastening mechanism for operation from a line pressure supply oil passage, and outputs the prime mover to the first and second inputs. Speed change input from one of the shafts and fastened by the gear fastening mechanism In a hydraulic pressure supply device for an automatic transmission that shifts with a gear and outputs the output from the output shaft, the line pressure is increased by supplying a signal pressure to the adjustment valve via a signal pressure supply oil path during operation of the gear fastening mechanism. A possible electromagnetic control valve, branched from the line pressure supply oil passage at a branch point and connected to a lubrication port, and a part of the line pressure is lubricated from the lubrication port to the first and second clutches and the gear fastening mechanism A lubricant supply oil path that can be supplied for use, and is disposed in the lubrication supply oil path, and is biased to the other end side by a spring at one end, while the line pressure or signal pressure is applied to the other end side. A lubrication switching valve biased toward the one end side, and the lubrication switching valve connects the branch point to the lubrication port in a set state where the line pressure or signal pressure does not exceed the set load of the spring. That one, the signal pressure is configured so as to cut off the connection of the lubrication port and the branch point in the operating state exceeding the set load of the spring.

  In the automatic transmission hydraulic pressure supply device according to claim 3, the automatic transmission is connected to the prime mover via a torque converter, and is branched from the line pressure supply oil passage at a branching point. The lubrication supply oil passage connected to the port is connected to the hydraulic chamber of the lock-up clutch of the torque converter.

  In the hydraulic pressure supply device for an automatic transmission according to claim 4, a directional switching valve is disposed in the signal pressure supply circuit, and the directional switching valve has the branch when the electromagnetic control valve is excited. The signal pressure is output so as to be in the operation state in which the connection between the point and the lubrication port is cut off.

  In the hydraulic pressure supply device for an automatic transmission according to claim 5, the lubrication switching valve connects the branch point and the lubrication port in an operating state in which the line pressure or signal pressure exceeds the set load of the spring. A part of the line pressure was shut off and all of the line pressure was drained into the reservoir.

  In the automatic transmission hydraulic pressure supply device according to claim 6, a shift request determining means for determining whether or not a shift for changing the shift gear according to a running state of the vehicle is required, and the shift And a pressure increase instruction means for operating the electromagnetic control valve to supply a signal pressure to the adjustment valve to increase the line pressure when it is determined by the request determination means that a shift is required.

  According to the first aspect of the present invention, any one of a plurality of shift gears arranged between an input shaft and an output shaft connected to a prime mover mounted on a vehicle via a clutch can be fastened to the input shaft or the like. Automatic transmission with a simple gear engagement mechanism and an automatic transmission with an adjustment valve that can adjust the hydraulic pressure discharged from the hydraulic pump to the line pressure and supply it to the clutch and gear engagement mechanism from the line pressure supply oil passage In the hydraulic pressure supply device of the machine, an electromagnetic control valve capable of increasing the line pressure by supplying a signal pressure to the regulating valve via the signal pressure supply oil passage during operation of the gear fastening mechanism, and a branch point from the line pressure supply oil passage. It is branched and connected to the lubrication port, and a part of the line pressure can be supplied from the lubrication port to the clutch and gear fastening mechanism for lubrication, and is disposed in the lubrication supply oil path, and at one end by a spring Energized to the other end And a lubrication switching valve that is energized to one end when line pressure or signal pressure is applied to the other end, and the lubrication switching valve is set so that the line pressure or signal pressure does not exceed the set load of the spring. Since the branch point is connected to the lubrication port in the state, and the connection between the branch point and the lubrication port is cut off in the operating state exceeding the set load of the spring, when operating by supplying hydraulic pressure to the gear fastening mechanism, By interrupting the supply of hydraulic pressure for lubrication to the clutch, the generation of drag torque (clutch dog torque) can be suppressed, and the operating time of the gear fastening mechanism can be shortened. In addition, it is only necessary to add a mechanical lubrication switching valve to the lubrication supply oil passage, in other words, since a solenoid valve for line pressure control is used instead of a dedicated solenoid valve for controlling the lubrication switching valve, Since the number of parts is not increased, the configuration is simple and the cost is not increased.

  According to claim 2, a plurality of gears arranged between the first and second input shafts and the output shaft connected to the prime mover mounted on the vehicle via the first and second clutches. And an automatic transmission comprising a gear fastening mechanism capable of fastening any of the first and second input shafts to the first and second input shafts, etc., and adjusting the hydraulic pressure discharged from the hydraulic pump to the line pressure, In a hydraulic pressure supply device for an automatic transmission having an adjustment valve that can be supplied to two clutches and a gear fastening mechanism for operation, a signal pressure is supplied to the adjustment valve via a signal pressure supply oil passage during operation of the gear fastening mechanism. An electromagnetic control valve capable of increasing the line pressure, and a branch point from the line pressure supply oil passage is connected to the lubrication port, and part of the line pressure is lubricated from the lubrication port to the first and second clutches and the gear fastening mechanism. Lubricating oil passage that can be supplied for use, and lubricating oil passage And a lubrication switching valve that is biased to the other end side by a spring at one end and is biased toward the one end side by being applied with line pressure or signal pressure at the other end side. Is configured to connect the branch point to the lubrication port in the set state where the line pressure or signal pressure does not exceed the set load of the spring, while blocking the connection between the branch point and the lubrication port in the operating state exceeding the set load of the spring. Therefore, when supplying the hydraulic pressure to the gear fastening mechanism and operating it, the generation of drag torque (clutch dog torque) can be suppressed by shutting off the hydraulic pressure supply for lubrication to the first and second clutches, Therefore, the operation time of the gear fastening mechanism can be shortened. Similarly, it is only necessary to add a mechanical lubrication switching valve to the lubrication supply oil passage, in other words, use a solenoid valve for line pressure control without using a dedicated solenoid valve for controlling the lubrication switching valve. Therefore, since the number of parts is not increased, the configuration is simple and the cost is not increased.

  In the hydraulic transmission device for an automatic transmission according to claim 3, the automatic transmission is connected to the prime mover via a torque converter, and is branched from a line pressure supply oil passage at a branch point and connected to a lubrication port. In addition to the effects described above, the hydraulic pressure discharged from the hydraulic chamber of the torque converter lockup clutch is used for lubrication. The hydraulic pressure discharged from the hydraulic pump can be used efficiently.

  In the hydraulic pressure supply device for an automatic transmission according to claim 4, a direction switching valve is disposed in the signal pressure supply circuit, and the direction switching valve has a branch point and a lubrication port when the electromagnetic control valve is excited. In addition to the above-described effects, when the gear fastening mechanism is operated by supplying hydraulic pressure to the clutch (the first and second clutches), the signal pressure is output so that the connection state is cut off. Therefore, it is possible to reliably cut off the hydraulic pressure supply for lubrication.

  In the hydraulic pressure supply device for an automatic transmission according to claim 5, the lubrication switching valve shuts off the connection between the branch point and the lubrication port in an operating state where the line pressure or the signal pressure exceeds the set load of the spring. In addition to the effects described above, when supplying a hydraulic pressure to the gear fastening mechanism and operating it, hydraulic pressure supply for lubrication to the clutches (first and second clutches) is provided. Can be blocked more reliably.

  In the hydraulic pressure supply device for an automatic transmission according to the sixth aspect, it is determined whether or not a shift for changing the shift gear is required according to the traveling state of the vehicle, and it is determined that the shift is required. When the electromagnetic control valve is operated and the signal pressure is supplied to the regulating valve to increase the line pressure, in addition to the above effects, when the hydraulic pressure is supplied to the gear fastening mechanism in response to the shift request Further, the supply of hydraulic pressure for lubrication to the clutches (first and second clutches) can be more reliably interrupted.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic diagram showing an overall hydraulic pressure supply device for an automatic transmission according to an embodiment of the present invention. FIG. 2 is a hydraulic circuit diagram showing in detail the configuration of the hydraulic pressure supply device shown in FIG. 1. FIG. 3 is a partial enlarged hydraulic circuit diagram of FIG. 2. FIG. 3 is a partially enlarged hydraulic circuit diagram of FIG. 2 similarly. It is explanatory drawing which shows the shift map (characteristic) which the hydraulic pressure supply apparatus of the automatic transmission shown in FIG. 1 uses. It is a flowchart which shows operation | movement of the hydraulic pressure supply apparatus of the automatic transmission shown in FIG. 6 is a time chart for explaining the operation of the flow chart.

  DESCRIPTION OF EMBODIMENTS Hereinafter, an embodiment for implementing a hydraulic pressure supply device for an automatic transmission according to the present invention will be described with reference to the accompanying drawings.

  FIG. 1 is a schematic diagram generally showing a hydraulic pressure supply device for an automatic transmission according to an embodiment of the present invention, FIG. 2 is a hydraulic circuit diagram showing in detail the configuration of the hydraulic pressure supply device shown in FIG. 1, and FIGS. FIG. 3 is a partially enlarged hydraulic circuit diagram of FIG. 2.

  In the following description, the symbol T indicates an automatic transmission (hereinafter referred to as “transmission”). The transmission T is a twin-clutch type automatic transmission mounted on the vehicle 1 and having eight forward speeds and one reverse speed, and has a range of D, P, R, and N.

  The transmission T includes an even-numbered input shaft 14 connected via a torque converter 12 to a drive shaft 10 a connected to a crankshaft of the engine (prime mover) 10, and an odd-numbered speed parallel to the even-numbered input shaft 14. An input shaft 16 is provided. The engine 10 is composed of, for example, a spark ignition type internal combustion engine using gasoline as fuel.

  The torque converter 12 has a pump impeller 12b fixed to a drive plate 12a directly connected to a drive shaft 10a of the engine 10, a turbine runner 12c fixed to an even-numbered input shaft 14, and a lock-up clutch 12d. The driving force (rotation) of 10 is transmitted to the even-stage input shaft 14 via the torque converter 12.

  An idle shaft 18 is provided in parallel with the even-numbered input shaft 14 and the odd-numbered input shaft 16. The even-stage input shaft 14 is connected to the idle shaft 18 via gears 14a and 18a, and the odd-stage input shaft 16 is connected to the idle shaft 18 via gears 16a and 18a. The odd-stage input shaft 16 and the idle shaft 18 rotate as the engine 10 rotates.

  Further, the first sub input shaft 20 and the second sub input shaft 22 are arranged coaxially and relatively rotatably on the outer circumferences of the odd-stage input shaft 16 and the even-stage input shaft 14, respectively. The odd-stage input shaft 16 and the first auxiliary input shaft 20 are connected via a first clutch 24, and the even-numbered input shaft 14 and the second auxiliary input shaft 22 are also connected via a second clutch 26. The first and second clutches 24 and 26 are both hydraulically operated wet multi-plate clutches.

  An output shaft 28 is disposed between the even-stage input shaft 14 and the odd-stage input shaft 16 in parallel with the even-stage input shaft 14 and the odd-stage input shaft 16. The even-numbered input shaft 14, the odd-numbered input shaft 16, the idle shaft 18, and the output shaft 28 are rotatably supported by bearings 30.

  A first-speed drive gear 32, a third-speed drive gear 34, a fifth-speed drive gear 36, and a seventh-speed drive gear 38 are fixed to the odd-numbered first auxiliary input shaft 20, and a second-numbered second-side input shaft 20 A shift gear comprising a second speed drive gear 40, a fourth speed drive gear 42, a sixth speed drive gear 44, and an eighth speed drive gear 46 is fixed to the auxiliary input shaft 22.

  The output shaft 28 has a first-speed to second-speed driven gear 48 that meshes with the first-speed drive gear 32 and the second-speed drive gear 40, and a third-speed to fourth-speed driven gear 50 that meshes with the third-speed drive gear 34 and the fourth-speed drive gear 42. A shift gear comprising a 5-speed to 6-speed driven gear 52 meshed with the 5-speed drive gear 36 and the 6-speed drive gear 44, and a 7-speed to 8-speed driven gear 54 meshed with the 7-speed drive gear 38 and the 8-speed drive gear 46. Is fixed.

  On the idle shaft 18, an RVS (reverse) idle gear 56 that meshes with a first-speed / second-speed driven gear 48 fixed to the output shaft 28 is rotatably supported. The idle shaft 18 and the RVS idle gear 56 are connected via an RVS clutch 58. Like the first and second clutches 24 and 26, the RVS clutch 58 comprises a hydraulically operated wet multi-plate clutch, but has a smaller diameter and a smaller number of friction materials than the first and second clutches 24 and 26. The

  The odd-numbered input shaft 16 has a 1-3 speed sync mechanism 60 for selectively fastening (fixing) the 1st speed drive gear 32 and the 3rd speed drive gear 34 to the first auxiliary input shaft 20, and 5th speed drive gears 36 and 7 A 5-7 speed sync mechanism 62 that selectively fastens the speed drive gear 38 to the first auxiliary input shaft 20 is disposed.

  The even-numbered input shaft 14 has a 2-4 speed sync mechanism 64 for selectively fastening a 2nd speed drive gear 40 and a 4th speed drive gear 42 to the second auxiliary input shaft 22, a 6th speed drive gear 44 and an 8th speed drive gear. A 6-8 speed sync mechanism 66 for selectively fastening 46 to the second auxiliary input shaft 22 is arranged. These synchro mechanisms are also referred to as “gear fastening mechanisms”.

  The driving force of the engine 10 is such that when the first clutch 24 or the second clutch 26 is engaged (engaged), the odd-numbered stage input shaft 16 to the first auxiliary input shaft 20 or the even-numbered stage input shaft 14 to the second auxiliary input shaft. 22 and further transmitted to the output shaft 28 via the drive gear and the driven gear.

  During reverse travel, the driving force of the engine 10 is supplied to the output shaft 28 via the even-numbered input shaft 14, the gear 14 a, the gear 18 a, the RVS clutch 58, the idle shaft 18, the RVS idle gear 56, and the first speed-2 speed driven gear 48. Is transmitted to. The output shaft 28 is connected to a differential mechanism 72 via a gear 70, and the differential mechanism 72 is connected to a wheel 76 via a drive shaft 74.

  All of the synchro mechanisms 60, 62, 64, and 66 operate by being supplied with hydraulic pressure. In order to supply hydraulic pressure to the synchro mechanism, the first and second clutches 24 and 26 and the RVS clutch 58, a hydraulic pressure supply device 80 is provided.

  The hydraulic pressure supply device 80 will be described with reference to FIG.

  In the hydraulic pressure supply device 80, the discharge pressure (hydraulic pressure) of the hydraulic oil ATF obtained by pumping up from the reservoir 80a through the strainer 80b by the hydraulic pump (oil feeding pump) 80c is the line pressure by the regulator valve (regulating valve) 80d. Adjusted (reduced pressure).

  Although not shown, the hydraulic pump 80c is connected to the pump impeller 12b of the torque converter 12 through a gear, and thus the hydraulic pump 80c is configured to be driven by the engine 10 to operate.

  The regulated line pressure is supplied from the oil passage (line pressure supply oil passage) 80e to the first, second, third and fourth linear solenoid valves (hydraulic control valves (electromagnetic control valves)) 80f, 80g, 80h, 80i. Sent to input port. The first, second, third, and fourth linear solenoid valves 80f, 80g, 80h, and 80i have a characteristic that linearly changes the output pressure from the output port by moving the spool in proportion to the energization amount. When energized, it is configured as an N / C (normally closed) type in which the spool moves to the open position.

  The output port of the first linear solenoid valve 80f is connected to the first clutch 24 of the odd-numbered input shaft 16 through the first clutch shift valve 80j, and the output port of the second linear solenoid valve 80g is the second clutch. It is connected to the piston chamber of the second clutch 26 of the even-numbered input shaft 14 via the shift valve 80k.

  The first or second clutch 24, 26 is fixed to the odd-stage input shaft 16 or the even-stage input shaft 14 when the hydraulic pressure is supplied and engaged (turned on). On the other hand, when the hydraulic pressure is discharged and released (turned off), the connection between the first or second auxiliary input shaft 20 or 22 and the odd-numbered input shaft 16 or the even-numbered input shaft 14 is cut off.

  The output port of the third linear solenoid valve 80h is a piston of the 5-7 speed sync mechanism 62 and the 2-4 speed sync mechanism 64 described above via the first clutch shift valve 80j and the first and second servo shift valves 80n, 80o. Connected to chambers 62a, 62b, 64a, 64b.

  The output port of the fourth linear solenoid valve 80i is a piston of the 1-3 speed sync mechanism 60 and the 6-8 speed sync mechanism 66 described above via the second clutch shift valve 80k and the first and third servo shift valves 80n, 80p. Connected to chambers 60a, 60b, 66a, 66b.

  In the synchro mechanism, the piston chambers 60a, 60b, 62a, 62b, 64a, 64b, 66a, 66b are arranged opposite to each other in the drawing and are connected by a common piston rod. Shift forks 60c, 62c, 64c, 66c are connected to the piston rods, respectively.

  Detents (not shown) are provided on the shift forks 60c, 62c, 64c, and 66c at positions corresponding to the neutral position and the left and right fastening (engagement) positions. The hydraulic pressure supply is not required.

  The synchro mechanisms 60, 62, 64, 66 include sleeve dog clutches 60d, 62d, 64d, 66d that are spline-coupled to the first and second auxiliary input shafts 20, 22 so as to be movable in the axial direction. When the sleeve dog clutches 60d, 62d, 64d, and 66d move in the axial direction from the center position (neutral position), the corresponding dog gear clutches of the drive gears 32, 34, 36, 38, 40, 42, 44, and 46 are synchronized. And the drive gear 32 and the like are fastened to the first and second auxiliary input shafts 20 and 22.

  The line pressure of the oil passage 80q adjusted by controlling the discharge amount of the hydraulic oil discharged from the pressure adjusting port 80d1 of the regulator valve 80d is the first, second, third, fourth and fifth solenoid valves. (Hydraulic control valve (electromagnetic valve)) 80r, 80s, 80t, 80u, and 80v are sent to the input ports. These five solenoid valves are N / C type on / off solenoid valves in which the spool moves to the open position when energized (excited).

  The output port of the first solenoid valve 80r is connected to the operation port 80j1 of the first clutch shift valve 80j to urge the spool 80j2 to the right in the figure against the urging force of the spring, and the second solenoid valve 80s. The output port is connected to the operation port 80k1 of the second clutch shift valve 80k and urges the spool 80k2 to the right in the figure against the urging force of the spring.

  The output port of the third solenoid valve 80t is connected to the operation port 80n1 of the first servo shift valve 80n to urge the spool 80n2 to the right in the figure against the urging force of the spring.

  The output port of the fourth solenoid valve 80u is connected to the operation port 80o1 of the second servo shift valve 80o to similarly urge the spool 80o2 to the right, and the output port of the fifth solenoid valve 80v is the third servo shift valve. The spool 80p2 is similarly urged to the right by being connected to the 80p operating port 80p1.

  Further, the hydraulic pressure supply device 80 is provided with a fifth linear solenoid valve (electromagnetic control valve) 80w, a sixth linear solenoid valve (electromagnetic control valve) 80x, and an LC shift valve (direction switching valve) 80y.

  The fifth linear solenoid valve 80w is configured as an N / C type in which the spool moves to the closed position when energized (excited), while the sixth linear solenoid valve 80x is configured as an N / O type in which the spool moves to the open position when energized. Composed.

  The input port 80w1 of the fifth linear solenoid valve 80w is connected to the above-described line pressure, and the first output port 80w2 is connected to the input port 80y1 of the LC shift valve 80y, and the input port 80y1 through the output port 80y2 The torque converter 12 is connected to the input side of the lockup clutch 12d.

  The internal pressure of the torque converter 12 is connected to the feedback port of the fifth linear solenoid valve 80w. Engagement / release of the lockup clutch 12d is controlled by the LC shift valve 80y, and the degree of engagement (engagement pressure) of the lockup clutch 12d is adjusted by the output pressure of the fifth linear solenoid valve 80w.

  The output ports of the first and second solenoid valves 80r and 80s are connected to the operation ports 80y3 and 80y4 of the LC shift valve 80y in addition to the first and second clutch shift valves 80j and 80k, and the spool 80y5 is attached with a spring. It can be urged to the left in the figure against the power.

  Therefore, when the first and second solenoid valves 80r and 80s are demagnetized, the spool 80y5 of the LC shift valve 80y is in the position shown in the figure, and the input port 80y1 and the output port y2 are connected. As a result, the LC control pressure output from the fifth linear solenoid valve 80w is supplied from the input port 80y1 to the lockup clutch 12d of the torque converter 12 via the output port 80y2, and the lockup clutch 12d is engaged (engaged). Let

  On the other hand, when at least one of the first and second solenoid valves 80r and 80s is energized, the spool 80y5 of the LC shift valve 80y is moved to the left in the figure, and the input port 80y1 and the output port 80y6 are communicated. As a result, the supply of hydraulic pressure to the torque converter 12, more specifically, the piston chamber of the lockup clutch 12d is stopped, and the output port 80y2 is connected to the drain port, so that the operation of the piston chamber of the lockup clutch 12d is performed. Oil is discharged through the drain port.

  The input port 80x1 of the sixth linear solenoid valve 80x is connected to the above-described line pressure, and the output port 80x2 is connected to the second input port 80y7 of the LC shift valve 80y on the one hand and from the input port 80y7 to the output port 80y8. And connected to a lubrication system (or a connecting portion described later).

  On the other hand, the output port 80x2 of the sixth linear solenoid valve 80x is connected to the pressure regulating port 80d1 of the regulator valve 80d via an oil passage (signal pressure supply oil passage) 80α, and is thus supplied via the sixth linear solenoid valve 80x. The line pressure to be supplied supplies hydraulic pressure (signal pressure) to one end side of the pool 80d2 via the pressure regulating port 80d1.

  The sixth linear solenoid valve 80x is used for control for increasing / decreasing the line pressure. More specifically, the synchronizers 60, 62, 64, 66 are synchronized with the first and second clutches 24, 26 when the synchronizers 60, 62, 64, 66 are operating. During operation of the machines 60, 62, 64, the signal pressure is supplied to the regulator valve 80d via the oil passage 80α to increase the line pressure.

  Therefore, the regulator valve 80d regulates (decreases) the discharge pressure of the hydraulic pump 80c according to the position of the spool 80d2 that is moved according to the signal pressure that is once regulated and sent by the sixth linear solenoid valve 80x. The line pressure is then adjusted again.

  An oil passage 80α that connects the output port 80x2 of the sixth linear solenoid valve 80x and the pressure regulating port 80d1 of the regulator valve 80d, and a second output port 80w2 of the fifth linear solenoid valve 80w are connected via an LC shift valve 80y. The oil passage 80β is connected via a connection portion 80γ, and a selection mechanism 80δ is disposed in the connection portion 80γ.

  The selection mechanism 80δ includes a ball valve 80δ1 having a larger diameter than the oil passages 80α and 80β, which is movably accommodated in an oil chamber having a larger diameter than the oil passages 80α and 80β. The ball valve 80δ1 is configured to select the high pressure side of the output pressures of the fifth linear solenoid valve 80w and the sixth linear solenoid valve 80x and to act on the pressure regulating port 80d1 of the regulator valve 80d.

  That is, in the selection mechanism 80δ, the oil passage 80α and the oil passage 80β are connected to the oil chamber 80 so as to face each other, and the ball valve 80δ1 is movably accommodated in the oil chamber. Of the fifth and sixth linear solenoid valves 80w and 80x supplied via the high pressure side, and moves so as to close (oppose) the low pressure side, so that the fifth and sixth linear solenoid valves 80w , 80x, the high pressure side of the output pressure is selected and applied to the pressure regulating port 80d1 of the regulator valve 80d.

  As described above, the output ports of the first and second solenoid valves 80r and 80s are connected to the spool 80y5 via the operation ports 80y3 and 80y4 of the LC shift valve 80y in addition to the first and second clutch shift valves 80j and 80k. Connected to one end, the spool 80y5 is urged to the left in the figure against the urging force of the spring.

  As described above regarding the supply of hydraulic pressure to the lockup clutch 12d of the torque converter 12, when both the first and second solenoid valves 80r and 80s are demagnetized, the spool 80y5 of the LC shift valve 80y is in the position shown in the figure. Since the input port 80y1 and the output port 80y2 are connected, the line pressure supplied via the fifth linear solenoid valve 80w is transferred from the input port 80y1 to the lockup clutch 12d of the torque converter 12 via the output port 80y2. Supplied.

  On the other hand, when at least one (or both) of the first and second solenoid valves 80r and 80s is excited, the spool 80y5 of the LC shift valve 80y is moved to the left in FIG. 3, and the input port 80y1 becomes the output port. As shown in FIG. 3, the line pressure connected to 80y6 and supplied via the fifth linear solenoid valve 80w is sent from the output port 80y6 to the connection point 80γ via the oil passage 80β.

  Furthermore, the hydraulic pressure supply device 80 includes a TC regulator valve 80z that adjusts the hydraulic pressure supplied to the torque converter 12, and an oil path (lubricant supply oil path) 80η that passes through the TC regulator valve 80z.

  The oil passage 80η branches from the oil passage (line pressure supply oil passage) 80e at a branch point, specifically, a branch point connected to the oil passage 80q connected to the oil passage 80e (the output of the fifth linear solenoid valve 80w). Port) is branched at 80w3 and connected to the lubrication port 80θ.

  The lubrication port 80θ includes a plurality of lubrication ports for supplying (injecting) hydraulic pressure to the first and second clutches 24, 26, the synchro mechanisms 60, 62, 64, 66, and the lockup clutch 12d of the torque converter 12 for lubrication. It consists of a pipe-shaped member.

  A cut valve (lubrication switching valve) 80κ is arranged in the oil passage 80η. Specifically, the oil passage 80η is branched at the output port (branch point) 80w3 of the fifth linear solenoid valve 80w and connected to the lubrication port 80θ via the TC regulator valve 80z and the cut valve (lubrication switching valve) 80κ. Is done.

  The cut valve 80k includes a spool 80κ1 that is movable inside. The cut valve 80κ is biased at one end (right side in FIG. 2), more precisely, the spool 80κ1 of the cut valve 80κ is biased to the other end side (left side in FIG. 2) by the spring 80κ2, while the line pressure at the other end side. Alternatively, a signal pressure, more specifically, a signal pressure is applied and biased to one end side.

  More specifically, the oil passage 80η is connected to the output port 80z1 of the TC regulator 80z and the input port 80κ3 of the cut valve 80κ, and the input port 80κ3 is connected to the output port 80κ4 through a groove formed in the spool 80κ1. The output port 80κ4 is connected to the lubrication port 80θ through the oil passage 80λ.

  What is characteristic here is that the cut valve 80κ has a line pressure or a signal pressure, more specifically, in the set state where the signal pressure does not exceed the set load of the spring 80κ2, the output port 80z1 of the TC regulator 80z, the cut valve 80κ. While the branch point 80w3 is connected to the lubrication port 80θ through the input port 80κ3, the output port 80κ4, and the oil passage 80λ, the input port 80κ3 and the output of the cut valve 80κ are operated in a state where the signal pressure exceeds the set load of the spring 80κ2. The connection of the port 80κ4 is cut off, and the connection between the branch point 80w3 and the lubrication port 80θ is cut off.

  FIG. 3 shows a state where the branch point 80w3 is connected to the lubrication port 80θ, and FIG. 4 shows a state where the connection between the branch point 80w3 and the lubrication port 80θ is blocked. 3 and 4, the spool 80κ2 of the cut valve 80κ is kept at the same position.

  Further, the cut valve 80κ cuts a part of the line pressure by cutting off the connection between the branch point 80w3 and the lubrication port 80θ in an operating state where the line pressure or the signal pressure, more specifically, the signal pressure exceeds the set load of the spring 80κ2. It is configured to drain all from the drain port 80κ4 to the reservoir 80a.

  In the hydraulic pressure supply device 80, the automatic transmission T is connected to the engine 10 via the torque converter 12, and the oil passage branched from the line pressure supply oil passage at the branch point and connected to the lubrication port 80θ. (Lubrication supply oil passage) 80η is connected to the internal pressure chamber (hydraulic chamber) of the lockup clutch 12d of the torque converter 12.

  An LC shift valve (direction switching valve) 80y is disposed in the oil passage (signal pressure supply oil passage) 80α, and the LC shift valve 80y has a branch point 80w3 when the sixth linear solenoid valve 80x is excited. The signal pressure is output so as to be in an operation state in which the connection of the lubrication port 80θ is cut off.

  Returning to the description of FIG. 1, the transmission T includes a shift controller 84. The shift controller 84 is configured as an electronic control unit (ECU) including a microcomputer. Further, an engine controller 86 composed of an electronic control unit equipped with a microcomputer is also provided for controlling the operation of the engine 10.

  The shift controller 84 is configured to be able to communicate with the engine controller 86 and acquires information such as the engine speed, the throttle opening, and the AP opening from the engine controller 86.

  In addition, a first rotation speed sensor 90 is disposed in the vicinity of the even-numbered input shaft 14 and outputs a signal indicating the input rotation speed NM of the transmission T, and the first and second auxiliary input shafts 20 and 22 Second, third, and fourth rotation speed sensors 92, 94, and 96 are disposed on the output shaft 28, respectively, and output signals indicating the rotation speeds. A fifth rotation speed sensor 100 is disposed in the vicinity of the drive shaft 74 and outputs a signal indicating the vehicle speed V.

  In addition, first and second pressure sensors 102 and 104 are disposed in oil passages connected to the first and second clutches 24 and 26 of the hydraulic pressure supply device 80 and supplied to the first and second clutches 24 and 26. A signal indicating the pressure (hydraulic pressure) of the hydraulic oil ATF is output.

  In addition, a range selector position sensor 106 is disposed in the vicinity of a range selector (not shown) disposed in the driver's seat of the vehicle, and the range operated (selected) by the driver among P, R, N, and D. A signal indicating is output.

  All outputs from these sensors are input to the shift controller 84. The shift controller 84 excites and demagnetizes the first linear solenoid valve 80f and the like according to the shift map shown in FIG. 5 according to the traveling state of the vehicle 1 based on the output of these sensors and information obtained by communicating with the engine controller 86. To control the shift of the transmission T.

  FIG. 6 is a flowchart showing the operation of the hydraulic pressure supply device 80 of the transmission T, more specifically, the operation of the shift controller 84, and FIG. 7 is a time chart for explaining the operation of the flowchart of FIG.

  Explained below, in S10, it is determined whether or not a shift is requested according to the shift map shown in FIG. 5 according to the traveling state of the vehicle 1 defined by the vehicle speed V and the accelerator pedal opening AP. “S” indicates a processing step of the flowchart of FIG.

  When the result in S10 is negative, the subsequent processing is skipped, while when the result is affirmative, the process proceeds to S12 to increase (increase) the line pressure. This is done by exciting the sixth linear solenoid valve 80x.

  Next, in S14, the synchro shift hydraulic pressure is supplied. That is, among the synchro mechanisms 60 to 66, hydraulic pressure is supplied to the gear mechanism corresponding to the requested shift to pre-shift the piston from the N position to the fastening (in-gear) position, and in-gearing in S16 (fastening). The hydraulic pressure supply is continued until it is determined that the position is fastened (engaged). Note that the determination in S16 is made from the output of a stroke sensor (not shown).

  Next, the process proceeds to S18, where the line pressure is primarily reduced (decreased), and the process proceeds to S20, where a clutch shift is performed. That is, of the first and second clutches 24 and 26, the hydraulic pressure is discharged from the side corresponding to the shift stage before the shift is requested, while the hydraulic pressure is supplied to the side corresponding to the requested shift stage and the clutch. Change gears. Next, in S22, the line pressure is secondarily reduced (decreased).

  The above will be described with reference to the time chart of FIG. 7. If a shift from 6th gear to 5th gear is requested at time t1, the signal pressure associated with the excitation of the sixth linear solenoid valve 80x is accordingly responded at time t2. The line pressure is increased according to the increase.

  Next, at time t3, the third linear solenoid valve 80c is excited to supply hydraulic pressure to the 5-7 speed sync mechanism 62, and the piston rod starts pre-shift from the N (neutral) position toward the 5th speed engaged (in gear) position. , Fastening (in-gear) at time t4.

  At this time, as described above, the cut valve 80κ operates so as to cut off the connection between the branch point 80w3 and the lubrication port 80θ in the operating state where the signal pressure exceeds the set load of the spring 80κ2, and is shown in the lower part of FIG. Thus, the lubrication flow rate is made zero from time t3.

  Accordingly, it is possible to suppress the occurrence of drag torque (clutch dog torque) in the odd-numbered first clutch 24 corresponding to the fastening operation of the 5-7 speed synchro mechanism 62, and thus the operation of the synchro mechanism 62. Time can be shortened.

  The hydraulic pressure discharge from the second clutch 26 is started near time t4, the hydraulic pressure supply to the first clutch 24 is started at time t5, and the line pressure is reduced to the clutch required pressure (secondary down value) at time t6. Then, the first clutch 24 is completely engaged.

  Accordingly, the supply of hydraulic pressure to the opposing 8-speed piston side in the 6-8-speed sync mechanism 66 is started via the fourth linear solenoid valve 80c at time t7, and the piston rod is moved from the 6-speed engagement position to the N position at time t8. The gear shift is completed.

  As described above, in this embodiment, the input shafts (first and second) connected to the prime mover (engine) 10 mounted on the vehicle 1 via the clutches (first and second clutches) 24 and 26. An input shaft (odd-stage input shaft 16, even-stage input shaft 14, first and second sub-input shafts 20 and 22) and an output shaft arranged in parallel with the input shaft (first and second input shafts) 28, a plurality of shift gears (1st drive gear 32 to 7th-8th driven gear 54) disposed between the input shaft and the output shaft, and any of the plurality of shift gears From a gear fastening mechanism (1-3 speed sync mechanism 60, 5-7 speed sync mechanism 62, 2-4 speed sync mechanism 64, 6-8 speed sync mechanism 66) that can be fastened to the input shaft or the output shaft. Automatic transmission T and hydraulic oil ATF stored in the reservoir 80a The hydraulic pump 80c capable of being pressurized and discharged, and the hydraulic pressure discharged from the hydraulic pump can be adjusted to the line pressure and supplied from the line pressure supply oil passage (oil passage) 80e to the clutch and the gear fastening mechanism for operation. A hydraulic valve for an automatic transmission that includes an adjusting valve (regulator valve) 80d, and that outputs the output of the prime mover from the input shaft and shifts it with a shift gear fastened by the gear fastening mechanism to be output from the output shaft. In the device 80 (and the shift controller 84), an electromagnetic control valve capable of increasing the line pressure by supplying a signal pressure to the adjustment valve via a signal pressure supply oil passage (oil passage) 80α during operation of the gear fastening mechanism. (Sixth linear solenoid valve 80x), branching from the line pressure supply oil passage 80e at a branch point 80w3, and connected to the lubrication port 80θ. Is provided in the lubrication supply oil path, and is biased to the other end side by a spring 80κ2 at one end. A lubrication switching valve (cut valve) 80κ (having a spool 80κ1) applied with the line pressure or signal pressure on the other end side and biased toward the one end side, The branch point is connected to the lubrication port in a set state where the line pressure or the signal pressure does not exceed the set load of the spring, while the branch point and the lubrication port in the operating state where the signal pressure exceeds the set load of the spring. When the hydraulic pressure is supplied to the gear fastening mechanism (synchronizing mechanism) 60 to 66 for operation, the clutch (more specifically, Specifically, the generation of drag torque (clutch dog torque) can be suppressed by shutting off the hydraulic pressure supply for lubrication to the first and second clutches 24, 26). The operation time can be shortened. Further, since it is only necessary to add a mechanical lubrication switching valve (cut valve) 80κ to the lubrication supply oil passage 80η, in other words, the line pressure control can be performed without using a dedicated solenoid valve for controlling the lubrication switching valve. Since the electromagnetic valve is used, the number of parts is not increased, so that the configuration is simple and the cost is not increased.

  More specifically, first and second input shafts (odd-stage input shaft 16, even-stage input) connected to a prime mover (engine) 10 mounted on the vehicle 1 via first and second clutches 24 and 26. Shaft 14, first and second auxiliary input shafts 20, 22), at least one output shaft 28 arranged in parallel to the first and second input shafts, the first and second input shafts, and A plurality of shift gears (from the first speed drive gear 32 to the seventh to eighth speed driven gear 54) disposed between the output shaft and any one of the plurality of shift gears are the first and second inputs. A gear fastening mechanism (1-3 speed sync mechanism 60, 5-7 speed sync mechanism 62, 2-4 speed sync mechanism 64, 6-8 speed sync mechanism 66) that can be fastened to one of the shafts or the output shaft. Pressurize the hydraulic oil ATF stored in the automatic transmission T and the reservoir 80a. The hydraulic pump 80c that can be discharged and the hydraulic pressure discharged from the hydraulic pump is adjusted to the line pressure and supplied from the line pressure supply oil passage (oil passage) 80e to the first and second clutches and the gear fastening mechanism for operation. A regulator valve 80d, and the output of the prime mover is input from one of the first and second input shafts, and the gear is shifted by a gear that is fastened by the gear fastening mechanism to output the output. In a hydraulic pressure supply device 80 (and shift controller 84) for an automatic transmission that is output from a shaft, a signal pressure is supplied to the adjustment valve via a signal pressure supply oil passage (oil passage) 80α when the gear fastening mechanism is operated. An electromagnetic control valve (sixth linear solenoid valve 80x) capable of increasing the line pressure and a branch point 80w3 branched from the line pressure supply oil passage 80e and connected to the lubrication port 80θ. A part of the line pressure is supplied to the first and second clutches and the gear fastening mechanism from the lubrication port for lubrication, and is disposed in the lubrication supply oil path and at one end. A lubrication switching valve (cut valve) 80κ biased toward the other end by a spring 80κ2 and biased toward the one end by applying the line pressure or signal pressure at the other end (having a spool 80κ1). And the lubrication switching valve connects the branch point to the lubrication port in a set state in which the line pressure or signal pressure does not exceed the set load of the spring, while the signal pressure is set to the set load of the spring. Since the connection between the branch point and the lubrication port is cut off in an operation state exceeding the above, operation is performed by supplying hydraulic pressure to the gear fastening mechanism (synchro mechanism) 60 to 66. In this case, the generation of drag torque (clutch dog torque) can be suppressed by shutting off the hydraulic pressure supply for lubrication to the first and second clutches 24, 26, and therefore the gear fastening mechanism (synchronizing mechanism) 60 to 66 can be controlled. The operation time can be shortened. Further, since it is only necessary to add a mechanical lubrication switching valve (cut valve) 80κ to the lubrication supply oil passage 80η, in other words, the line pressure control can be performed without using a dedicated solenoid valve for controlling the lubrication switching valve. Since the electromagnetic valve is used, the number of parts is not increased, so that the configuration is simple and the cost is not increased.

  The automatic transmission T is connected to the prime mover via a torque converter 12, and a lubricating supply oil passage 80η branched from the line pressure supply oil passage 80e at a branch point 80w3 and connected to the lubrication port 80θ. Is connected to the hydraulic chamber of the lockup clutch 12d of the torque converter 12, so that in addition to the above-described effects, the hydraulic pressure discharged from the hydraulic chamber of the lockup clutch 12d of the torque converter 12 is used for lubrication. The hydraulic pressure discharged from the hydraulic pump 80c can be used efficiently.

  The signal pressure supply circuit is provided with a direction switching valve (LC shift valve) 80y, and the direction switching valve (LC shift valve) 80y is excited by the electromagnetic control valve (sixth linear solenoid valve valve) 80x. In this case, since the signal pressure is output so as to be in the operating state in which the connection between the branch point 80w3 and the lubrication port 80θ is cut off, in addition to the effects described above, a gear fastening mechanism (synchronizing mechanism) 60 is provided. When the hydraulic pressure is supplied from No. 66 to 66, the hydraulic pressure supply for lubrication to the clutch, more specifically, the first and second clutches 24 and 26 can be reliably cut off.

  In addition, the lubrication switching valve (cut valve) 80κ cuts off the connection between the branch point 80w3 and the lubrication port 80θ in an operating state in which the line pressure or signal pressure exceeds the set load of the spring, thereby reducing the line pressure. In addition to the effects described above, when the hydraulic pressure is supplied to the gear fastening mechanism (synchronizing mechanism) 60 to 66, the clutch, more specifically, the first, The hydraulic pressure supply for lubrication to the second clutches 24 and 26 can be cut off more reliably.

  Further, a shift request is determined by a shift request determining means (shift controller 84, S10) for determining whether or not a shift to change the shift gear according to the traveling state of the vehicle 1 is required, and a shift request is made by the shift request determining means. When it is determined that the pressure has been reduced, the electromagnetic control valve (sixth linear solenoid valve valve) 80x is operated to supply a signal pressure to the regulating valve (regulator valve) 80d to increase the line pressure (shift controller) 84, S12), in addition to the above-described effect, when hydraulic pressure is supplied from the gear fastening mechanism (synchronizing mechanism) 60 to 66 in response to a shift request, the clutch, more specifically, The supply of hydraulic pressure for lubrication to the first and second clutches 24 and 26 can be cut off more reliably.

  In the above description, the twin-clutch type automatic transmission has been described. However, the twin-clutch type automatic transmission is not limited to the illustrated configuration, and any clutch, input shaft, output shaft, and gear fastening mechanism can be used. It may be a configuration.

  Moreover, although the engine (internal combustion engine) was illustrated as a prime mover, it is not restricted to it, The hybrid of an engine and an electric motor may be sufficient, and an electric motor may be sufficient.

  T transmission (automatic transmission), 1 vehicle, 10 engine (prime mover), 12 torque converter, 12d lock-up clutch, 14 even-numbered input shaft, 16 odd-numbered input shaft, 18 idle shaft, 20 first auxiliary input shaft, 22 second auxiliary input shaft, 24 first clutch, 26 second clutch, 28 output shaft, 32, 34, 36, 38, 40, 42, 44, 46 drive gear (shift gear), 48, 50, 52, 54 driven gear, 56 RVS idle gear (shift gear), 58 RVS clutch, 60, 62, 64, 66 synchro mechanism (gear fastening mechanism), 76 wheels, 80 hydraulic supply device, 80c hydraulic pump, 80d regulator valve (regulating valve) ), 80e oil passage (line pressure supply oil passage), 80w fifth linear solenoid valve, 80w3 branch point, 80x 6th linear solenoid valve (electromagnetic control valve), 80y LC shift valve (direction switching valve), 80z TC regulator valve, 80α oil passage (signal pressure supply oil passage), 80δ selection mechanism, 80η oil passage (lubrication supply oil passage) , 80θ Lubrication port, 80κ Cut valve (Lubrication switching valve), 80κ2 Spring, 84 Shift controller

Claims (6)

  An input shaft connected to a prime mover mounted on a vehicle via a clutch, an output shaft disposed in parallel with the input shaft, and a plurality of shift stages disposed between the input shaft and the output shaft An automatic transmission comprising a gear and a gear fastening mechanism capable of fastening any one of the plurality of gears to the input shaft or the output shaft, and pressurizing and discharging hydraulic oil stored in a reservoir A hydraulic pump, and an adjustment valve capable of adjusting the hydraulic pressure discharged from the hydraulic pump to a line pressure and supplying the clutch and the gear fastening mechanism for operation from a line pressure supply oil passage, and the output of the prime mover is In a hydraulic pressure supply device for an automatic transmission that inputs from an input shaft and shifts with a gear that is fastened by the gear fastening mechanism and outputs from the output shaft, signal pressure is supplied to the adjustment valve during operation of the gear fastening mechanism. An electromagnetic control valve capable of increasing the line pressure by supplying a signal pressure through a passage; and branching from the line pressure supply oil passage at a branch point and connected to a lubrication port, and a portion of the line pressure is lubricated A lubrication supply oil path that can be supplied for lubrication from the port to the clutch and gear fastening mechanism, and is disposed in the lubrication supply oil path and biased to the other end side by a spring at one end, while the other end side And a lubrication switching valve that is biased toward the one end side when the line pressure or signal pressure is applied thereto, and the lubrication switching valve is in a set state in which the line pressure or signal pressure does not exceed the set load of the spring. The branch point is connected to the lubrication port at the same time, and the connection between the branch point and the lubrication port is cut off in an operating state where the signal pressure exceeds the set load of the spring. Hydraulic pressure supply device for an automatic transmission according to.   First and second input shafts connected to a prime mover mounted on a vehicle via first and second clutches, and at least one output shaft disposed in parallel to the first and second input shafts; A plurality of shift gears disposed between the first and second input shafts and the output shaft, and one of the plurality of shift gears is one of the first and second input shafts or the An automatic transmission comprising a gear fastening mechanism that can be fastened to an output shaft, a hydraulic pump that can pressurize and discharge hydraulic oil stored in a reservoir, and a hydraulic pressure that is discharged from the hydraulic pump is adjusted to a line pressure. An adjustment valve that can be supplied for operation to the first and second clutches and the gear fastening mechanism from a line pressure supply oil passage, and inputs the output of the prime mover from either the first or second input shaft; The gear is shifted by the gear stage fastened by the gear fastening mechanism and the gear An electromagnetic control valve capable of increasing the line pressure by supplying a signal pressure to the adjustment valve via a signal pressure supply oil path during operation of the gear fastening mechanism in a hydraulic pressure supply device for an automatic transmission that outputs from a force shaft Lubrication that is branched from the line pressure supply oil passage at a branch point and connected to a lubrication port, and a part of the line pressure can be supplied from the lubrication port to the first and second clutches and the gear fastening mechanism for lubrication. It is arranged in the supply oil passage and the lubrication supply oil passage, and is biased to the other end side by a spring at one end, and is applied to the one end side by applying the line pressure or signal pressure on the other end side. And the lubrication switching valve connects the branch point to the lubrication port in a set state in which the line pressure or signal pressure does not exceed the set load of the spring, while the signal pressure Hydraulic pressure supply device for an automatic transmission, characterized in that it is configured to cut off the connection of the lubrication port and the branch point in the operating state exceeding the set load of the spring.   The automatic transmission is connected to the prime mover via a torque converter, and a lubrication supply oil passage branched from the line pressure supply oil passage at a branch point and connected to the lubrication port is a lockup clutch of the torque converter. The hydraulic pressure supply device for an automatic transmission according to claim 1, wherein the hydraulic pressure supply device is connected to a hydraulic chamber of the automatic transmission.   A direction switching valve is disposed in the signal pressure supply circuit, and the direction switching valve is in the operating state in which the branch point and the lubrication port are disconnected when the electromagnetic control valve is excited. The hydraulic pressure supply device for an automatic transmission according to any one of claims 1 to 3, wherein the signal pressure is output.   The lubrication switching valve drains a part of the line pressure to the reservoir by cutting off the connection between the branch point and the lubrication port in an operating state where the line pressure or signal pressure exceeds the set load of the spring. The hydraulic pressure supply device for an automatic transmission according to any one of claims 1 to 4.   Shift request determining means for determining whether or not a shift for changing the shift gear according to the running state of the vehicle is required; and when the shift request determining means determines that a shift is requested, the electromagnetic control valve 6. The hydraulic pressure supply device for an automatic transmission according to claim 1, further comprising a pressure increasing instruction unit that operates a pressure to supply a signal pressure to the regulating valve to increase the line pressure.

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