JP2016023688A - Automatic transmission hydraulic control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an automatic transmission hydraulic control device capable of improving switching response of a selector valve at a time of starting idling stop control without setting high the urging force of an urging member.SOLUTION: An automatic transmission hydraulic control device 1 supplies an engagement pressure to a hydraulic chamber 21c from a linear solenoid valve SLC2 to switch a C1 apply relay valve 21 to a left half position, and supplies a Drive range pressure PD to a hydraulic servo 31 of a clutch C-1 from oil passages c1 and c2 when a linear solenoid valve SLC1 is abnormal. In a case of starting idling stop control at a normal time, when a modulator pressure Pmod of a hydraulic chamber 21a falls and a spool 21p is switched to a left half position by an urging force of a spring 21s, the engagement pressure is supplied from the linear solenoid valve SLC2 to the hydraulic chamber 21c for switching assist.SELECTED DRAWING: Figure 3

Description

  This technique relates to a hydraulic control device for an automatic transmission mounted on a vehicle. More specifically, a mechanical oil pump supplies hydraulic pressure supplied to a first friction engagement element at the start of idling stop of an internal combustion engine. The present invention relates to a hydraulic control device for an automatic transmission that includes a first switching valve that switches from an engine drive hydraulic pressure based on a generated hydraulic pressure to a hydraulic pressure generated by an electric oil pump.

  In recent years, in order to improve the fuel efficiency of vehicles, the development of an engine that performs idling stop of an internal combustion engine while the vehicle is stopped has been underway. In such an automatic transmission mounted on a vehicle, a hydraulic pressure that engages (or prepares to engage) a friction engagement element such as a clutch or a brake during idle stop in order to allow the vehicle to start smoothly. Electric oil pumps and electromagnetic pumps are provided. In addition, for example, if it is attempted to generate hydraulic pressure during normal travel using only an electric oil pump, it is necessary to use a large and expensive electric oil pump, so mechanical oil driven in conjunction with an internal combustion engine The mainstream is one with a pump. Since a mechanical oil pump that generates hydraulic pressure during normal traveling only needs to obtain a slight hydraulic pressure during idle stop, it is possible to use an electromagnetic pump that is smaller in space and cheaper than an electric oil pump.

  In the hydraulic control device for an automatic transmission as described above, a hydraulic oil servo of a clutch (for example, C1) engaged during both normal running and idling stop is connected to a mechanical oil pump (29 ) Generated by the linear solenoid valve (SLC1) to supply the line pressure (equivalent to the forward range pressure) (normal traveling position) and generated by the electromagnetic pump (EMOP) during idle stop. It is necessary to provide a switching valve (C1 switching valve) for switching between a position where the hydraulic pressure is supplied (idle stop position) (see Patent Document 1).

  Moreover, even if the abnormality of the linear solenoid valve (SLC1) that supplies hydraulic pressure to the hydraulic servo of the clutch (C1) occurs during normal traveling, for example, the one disclosed in Patent Document 1 When the switching valve (C1 switching valve) is switched to the idle stop position so that the line pressure (forward range pressure) can be supplied, the line pressure is input to the electromagnetic pump side via the compensation oil passage (L2), The line pressure can be supplied to the hydraulic servo of the clutch. Switching to the idle stop position of the switching valve (C1 switching valve) at such an abnormal time is a linear for supplying hydraulic pressure to a hydraulic servo of a clutch (for example, C2) or a brake (for example, B1) different from the clutch. It can be executed by outputting hydraulic pressure from a solenoid valve (for example, SLC2, SLB1) and inputting it to the hydraulic oil chamber of the switching valve.

JP 2012-207722 A

  As in the above-mentioned Patent Document 1, when an abnormality occurs, a hydraulic pressure for a clutch or brake other than the clutch to be engaged is output from the linear solenoid valve to switch the switching valve to the idle stop position. During running, the line pressure or modulator pressure is applied to the spring so that it does not switch to the idle stop position even if hydraulic pressure is input to the switching valve when the other clutch or brake is engaged. The switching valve is configured to be locked at the normal travel position.

  However, in the structure in which the switching valve is locked at the normal traveling position by the line pressure or the modulator pressure, for example, when the vehicle speed is lowered and the internal combustion engine is idle-stopped, the rotation of a mechanical oil pump driven in conjunction with the internal combustion engine is performed. The line pressure and the modulator pressure are reduced due to the decrease, and the hydraulic pump cannot supply hydraulic pressure to the clutch until the urging force of the spring exceeds the line pressure or the modulator pressure. When the switching of the switching valve is delayed, the clutch engagement state cannot be maintained as the line pressure decreases, and the urging force of the return spring provided in the clutch hydraulic servo exceeds the clutch engagement pressure. There is a risk of slipping. In such a state where the clutch is slipping, for example, when the driver depresses the accelerator and the internal combustion engine is started, the clutch may be delayed in engagement, which may cause an engagement shock.

  Therefore, it is conceivable to improve the switching response of the switching valve by setting the spring biasing force high. However, in this case, for example, when the line pressure is reduced even during the operation of the internal combustion engine, there is a risk that the switching valve may be erroneously switched. In particular, the DR and RD range switching is performed. If an erroneous switch occurs in a state where it is performed (during a so-called garage shift), the clutch is suddenly engaged by supplying line pressure from the compensating oil passage to the clutch, and an engagement shock is generated. There is a fear.

  Therefore, an object of the present invention is to provide a hydraulic control device for an automatic transmission that can improve the switching response of the switching valve at the start of idle stop without setting the biasing force of the biasing member high. .

The hydraulic control device (1) of the automatic transmission (100) (see, for example, FIGS. 1 to 4) includes a mechanical oil pump (70) that is driven by an internal combustion engine (200) to generate hydraulic pressure,
An electric oil pump (EMOP) that generates hydraulic pressure by electricity;
A first friction engagement element (C−) that is disposed on a transmission path between the internal combustion engine (200) and the wheels and is engaged when the forward range is stopped and during an idle stop of the internal combustion engine (200). 1) and a second friction engagement element (C-2) that is not engaged during the idle stop (for example, C-1, C-2, C-3, B-1). , B-3), and the hydraulic control device (1) of the automatic transmission (100),
A first solenoid valve (SLC1) capable of adjusting the hydraulic pressure (P _SLC1 ) supplied to the hydraulic servo (31) of the first friction engagement element (C-1);
A second solenoid valve (SLC2) capable of adjusting the hydraulic pressure (P _SLC2 ) supplied to the hydraulic servo (32) of the second friction engagement element (C-2);
A spool (21p) that can be switched between a first position and a second position; a biasing member (21s) that biases the spool (21p) toward the first position; and the mechanical oil pump (70). A first hydraulic oil chamber (21a) that presses the spool (21p) in the direction of the second position by inputting an engine drive hydraulic pressure (for example, PL or Pmod) adjusted based on the generated hydraulic pressure; 2 solenoid valve (SLC2) of the hydraulic _{(P SLC2)} second hydraulic oil chamber for pressing the spool (21p) in the direction of the first position by inputting a and (21c), having a first position The hydraulic servo (31) of the first friction engagement element (C-1) communicates with the electric oil pump (EMOP), and at the second position, the first friction engagement element (C-1) Hydraulic servo (3 ) And said first solenoid valve (SLC1) first switching valve (21 and communicating),
When the first switching valve (21) is in the first position and the internal combustion engine (200) is being driven, the engine drive hydraulic pressure (for example, PD) is supplied to the first friction engagement element (C-1). Compensation oil passages (c1, c2) for supplying to the hydraulic servo (31) of
When the first solenoid valve (SLC1) is abnormal, hydraulic pressure (P _SLC2 ) is supplied from at least the second solenoid valve (SLC2) to the second hydraulic oil chamber (21c) to switch the switching valve (21). Switch to the first position, supply the engine drive hydraulic pressure (for example PD) from the compensation oil path (c1, c2) to the hydraulic servo (31) of the first friction engagement element (C-1),
At the start of normal idle stop, the internal combustion engine (200) is stopped and the electric oil pump (EMOP) is driven to reduce the hydraulic pressure (P _EMOP ) of the electric oil pump ( _EMOP ) to the first friction. In supplying to the hydraulic servo (31) of the engagement element (C-1), the engine drive hydraulic pressure (for example, Pmod) of the first hydraulic oil chamber (21a) decreases and the biasing force of the biasing member (21s). When switching the spool (21p) from the second position to the first position, the hydraulic pressure (P _SLC2 ) is supplied from the second solenoid valve (SLC2) to the second hydraulic oil chamber (21c), The switching from the second position to the first position is assisted.

  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 hydraulic control device of the automatic transmission, at the start of normal idle stop, the engine drive hydraulic pressure of the first hydraulic oil chamber decreases and the spool is moved from the second position to the first position by the biasing force of the biasing member. When switching to the position, the hydraulic pressure is supplied from the second solenoid valve to the second hydraulic oil chamber to assist the switching from the second position to the first position, so that the biasing force of the biasing member is not set high. The switching response of the first switching valve can be improved at the start of idle stop. Further, a structure for supplying the hydraulic pressure of the second solenoid valve to the second hydraulic oil chamber, which is used for switching the spool of the first switching valve in the event of an abnormality, can be used as it is. It is not necessary to provide the hydraulic control device, and an increase in the size of the hydraulic control device can be prevented.

The skeleton figure which shows the automatic transmission which concerns on this Embodiment. The engagement table of this automatic transmission. The hydraulic circuit diagram which shows the hydraulic control apparatus of the automatic transmission which concerns on this Embodiment. Time chart showing the start of idle stop.

  Hereinafter, the present embodiment will be described with reference to FIGS.

[Schematic configuration of automatic transmission]
First, a schematic configuration of an automatic transmission 100 mounted on a vehicle capable of performing idle stop will be described with reference to FIG. The automatic transmission 100 according to the present embodiment includes a multi-stage automatic transmission that achieves four forward speeds and one reverse speed.

  As shown in FIG. 1, for example, an automatic transmission 100 suitable for use in a FF (front engine / front drive) type vehicle has an input shaft 11 of the automatic transmission 100 that can be connected to an internal combustion engine 200. The torque converter 7 and the speed change mechanism 2 are provided around the axial direction of the input shaft 11 so that the rotational power transmitted from the engine can be freely changed. In the present embodiment, an FF type vehicle is applied. However, the present invention is not limited to this, and may be any vehicle provided with a hydraulic control device 1 corresponding to an idle stop as described in detail later. It may be a vehicle of a type (front engine / rear drive).

  The torque converter 7 includes a pump impeller 7a connected to the input shaft 11 of the automatic transmission 100, and a turbine runner 7b to which the rotation of the pump impeller 7a is transmitted via a working fluid. 7 b is connected to the input shaft 12 of the speed change mechanism 2 disposed coaxially with the input shaft 11. Further, the torque converter 7 is provided with a lockup clutch 10, and when the lockup clutch 10 is engaged by hydraulic control, the rotation of the input shaft 11 of the automatic transmission 100 causes the input shaft of the transmission mechanism 2 to rotate. 12 is transmitted directly. A mechanical oil pump 70 is connected to the pump impeller 7a, and the mechanical oil pump 70 is directly connected to the input shaft 11, that is, configured to be driven in conjunction with the internal combustion engine 200. Yes. For this reason, when the internal combustion engine 200 stops, the mechanical oil pump 70 also stops in conjunction with it.

  The speed change mechanism 2 includes a planetary gear unit PU on the input shaft 12 (and the intermediate shaft 13). The planetary gear unit PU includes a sun gear S1, a sun gear S2, a carrier CR, and a ring gear R as four rotating elements, a long pinion PL that meshes with the sun gear S2 and the ring gear R, and a short pinion that meshes with the sun gear S1. It consists of a so-called Ravigneaux type planetary gear having PS and meshing with each other.

  The sun gear S2 of the planetary gear unit PU is connected to the brake B-1 (friction engagement element, third friction engagement element) and can be fixed to the case 3, and the clutch C-3 (friction engagement element). The rotation of the input shaft 12 is freely input via the clutch C-3. The sun gear S1 is connected to a clutch C-1 (friction engagement element, first friction engagement element), and the rotation of the input shaft 12 is freely input.

  Further, the carrier CR is connected to a clutch C-2 (friction engagement element, second friction engagement element) to which the rotation of the input shaft 12 is input, and the rotation of the input shaft 12 is performed via the clutch C-2. Is connected to the one-way clutch F-2 and the brake B-3 (friction engagement element), and rotation in one direction with respect to the case 3 is restricted via the one-way clutch F-2. In addition, the rotation can be fixed via the brake B-3.

  The ring gear R is connected to a counter drive gear 15. The counter drive gear 15 is drivingly connected to a counter shaft (not shown) and is connected to a differential device (not shown) via the counter shaft. , And is connected to the left and right front wheels (not shown) via the differential device.

  The automatic transmission 100 described above is engaged / released by hydraulically controlling the clutch C-1, the clutch C-2, the clutch C-3, the brake B-1, the brake B-3, the lockup clutch 10, and the like. A hydraulic control device 1 that performs control is provided, and a control unit (ECU) 50 that executes hydraulic control by giving an electronic command to a linear solenoid valve or a solenoid valve, which will be described later in detail, is provided for the hydraulic control device 1. Is provided. The control unit 50 determines a gear position based on, for example, the vehicle speed and the accelerator opening, and based on the determined gear position, the clutches and brakes (a plurality of brakes) of the transmission mechanism 2 are combined with the engagement table shown in FIG. By engaging and releasing the friction engagement element), the automatic transmission 100 achieves the first forward speed to the fourth forward speed and the reverse speed.

  In the automatic transmission 100 according to the present embodiment, the description has been given of achieving the fourth forward speed and the reverse speed. However, the automatic transmission 100 may achieve, for example, five or more forward speeds, that is, hydraulic control. As long as the automatic transmission is hydraulically controlled by the apparatus, the automatic transmission may have any number of shift stages.

[Configuration of hydraulic control unit]
Next, the hydraulic control device 1 of the automatic transmission 100 according to the present embodiment will be described with reference to FIG. The hydraulic control apparatus 1 includes a line pressure generating unit (not shown) that generates a line pressure PL (engine driving hydraulic pressure) based on the hydraulic pressure generated by the mechanical oil pump 70 when the internal combustion engine 200 is driven. The line pressure PL is a pressure obtained by adjusting the hydraulic pressure of the mechanical oil pump 70 based on the throttle opening degree or the like by a regulator valve, and is generated when the mechanical oil pump 70 is driven in conjunction with the internal combustion engine 200. Therefore, when the internal combustion engine 200 is stopped by the idle stop and the mechanical oil pump 70 is stopped, the line pressure PL is also linked to 0 pressure.

  A modulator valve 42 shown in a simplified manner in FIG. 3 is a valve that inputs the line pressure PL and generates the modulator pressure Pmod that is regulated to a predetermined pressure or less. When the line pressure PL is equal to or lower than a predetermined pressure as in the state of switching between driving and stopping, the modulator pressure Pmod is the same pressure as the line pressure PL. Therefore, the modulator pressure Pmod is a kind of line pressure PL in a broad sense and is an engine drive hydraulic pressure. The modulator pressure Pmod output from the modulator valve 42 is input to the input port 22f of the C2-B3 relay valve 22 described later via the oil passage f1.

  The manual valve 41 shown in a simplified manner in FIG. 3 is switched in conjunction with a shift lever (not shown), and the input line pressure PL is used as the forward range pressure PD in the forward range (D range) state as it is. The signals are output to a1, a2, a3, a4 and input to an input port 21d of a C1 apply relay valve 21 described later, an input port 22h of a C2-B3 relay valve 22 described later, and a hydraulic oil chamber 22i. In FIG. 3, the manual valve 41 is shown in two places for convenience, but it is the same and is actually composed of one valve.

The linear solenoid valve SLC1 (first solenoid valve) simplified in FIG. 3 receives, for example, the forward range pressure PD and freely regulates the forward range pressure PD to control the hydraulic servo of the clutch C-1. An engagement pressure P _SLC1 that is a hydraulic pressure to be supplied to the engine 31 is generated. The engagement pressure P _SLC1 is supplied to an input port 21k of a C1 apply relay valve 21, which will be described later, via an oil passage d1.

The linear solenoid valve SLC2 (second solenoid valve) shown in a simplified manner in FIG. 3 inputs the advance range pressure PD or the modulator pressure Pmod as will be described in detail later, and freely allows the advance range pressure PD or the modulator pressure Pmod. The engagement pressure P _SLC2 that is the hydraulic pressure to be supplied to the hydraulic servo 32 of the clutch C-2 or the hydraulic servo 34 of the brake B-3 is generated. The engagement pressure P _SLC2 is supplied to an input port 22d of a C2-B3 relay valve 22 described later via an oil passage p1.

The linear solenoid valve SLB1 (third solenoid valve) simplified in FIG. 3 receives, for example, the forward range pressure PD and freely regulates the forward range pressure PD to control the hydraulic servo of the brake B-1. An engagement pressure _PSLB1 that is a hydraulic pressure to be supplied to 33 is generated. The engagement pressure _PSLB1 is supplied to the hydraulic servo 33 of the brake B-1 via the oil passages k1 and k2, and is supplied to an input port 23e of the B3 apply control valve 23 (described later) via the oil passages k1, k3 and k4. Then, the oil is supplied to the hydraulic oil chamber 21b of the C1 apply relay valve 21 through the oil passages k1, k3, and k5.

The linear solenoid valve SLU shown in a simplified manner in FIG. 3 inputs, for example, the exhaust pressure of the line pressure PL (or the secondary pressure or the secondary pressure), and freely adjusts the back pressure of the line pressure PL. An engagement pressure P _SLU that is a hydraulic pressure for controlling the pressure and supplying the lock-up clutch 10 is generated. The engagement pressure _PSLU is supplied to a hydraulic oil chamber 23b of a B3 apply control valve 23 described later via an oil passage j1 separately from an oil passage to the lockup clutch 10 (not shown).

A solenoid valve S1 (fourth solenoid valve) shown in a simplified manner in FIG. 3 is a fail solenoid valve, for example, which receives a modulator pressure Pmod as a source pressure, and uses the modulator pressure Pmod as a signal pressure P _S1. Is configured to be freely output. That is, the solenoid valve S1 is turned in the output state when it is on-controlled output as it is as a signal pressure P _S1 of the modulator pressure Pmod, blocking the modulator pressure Pmod in the non-output state when it is off-controlled To do. The signal pressure P _S1 (that is, the modulator pressure Pmod) that is output when the solenoid valve S1 is turned on is supplied to the hydraulic oil chamber 22b of the C2-B3 relay valve 22 described later via the oil path h1.

The electromagnetic pump (electric oil pump) EMOP, for example, is capable of sucking oil from a strainer installed in an oil pan (not shown), and is driven electrically to become an output state when it is controlled to be on. P _EMOP is generated, and the electromagnetic pump pressure P _EMOP is output. When OFF control is performed, a non-output state is established, and the strainer and the oil passage b1 are blocked. The electromagnetic pump pressure P _EMOP output when the electromagnetic pump EMOP is turned on is supplied to an input port 21i of a C1 apply relay valve 21 described later via an oil passage (supply oil passage) b1. The oil passage b1 is connected to oil passages (compensation oil passages) c1 and c2 described later in detail. Further, a check valve (not shown) is disposed inside the electromagnetic pump EMOP, and when the control is turned off, the check valve shuts off the strainer and the oil passage b1.

The C1 apply relay valve (first switching valve) 21 has a position shown in the left half (first position) in the figure (hereinafter referred to as “left half position”) and a position shown in the right half in the figure (second position) (hereinafter referred to as “second position”). , Referred to as “right half position”), a spring 21s for biasing the spool 21p in the direction of the left half position, and a direction for pressing the spool 21p to the right half position. The hydraulic fluid chamber 21a (first hydraulic fluid chamber) for inputting the forward range pressure PD or the modulator pressure Pmod (that is, engine drive hydraulic pressure) via the oil passage g3, and the direction in which the spool 21p is pressed to the left half position. The hydraulic oil chamber 21b (third hydraulic oil chamber) for inputting the engagement pressure _PSLB1 through the oil passage k5 and the engagement pressure P _SLC2 in the direction of pressing the spool 21p to the left half position are passed through the oil passage i3. Input via That hydraulic oil chamber 21c (the second hydraulic oil chamber), an input port 21d for inputting the forward range pressure PD via the oil passage a1, an input port for inputting through the oil passage b1 of the electromagnetic pump pressure P _EMOP 21i, the input port 21k for inputting the engagement pressure P _SLC1 through the oil passage d1, and the input port 21d in the left half position to communicate with the oil passage c1, the check valve 61, and the oil passage c2 (compensation oil passage). The output port 21e that outputs the forward range pressure PD to the oil passage b2 via the valve, communicates with the input port 21i at the left half position, communicates with the input port 21k at the right half position, and engage pressure _PSLC1 or electromagnetic pump pressure _{And an} output port 21j for supplying _PEMOP to the hydraulic servo 31 of the clutch C-1 via the oil passage e1.

  The C1 apply relay valve 21 includes an input port 21f (second port) connected to a drain port (linear drain) of each linear solenoid valve SLC1, SLC2, SLB1, etc. via an oil passage q1, and a check valve 62. For example, a spool 21p and a valve body are connected via a discharge port 21g connected to an oil passage q2 for discharging the oil pressure of the oil passage q1 (second oil passage) (that is, a linear drain), and a check valve (check valve) 63. And a discharge port 21h (first port) connected to an oil passage r1 (first oil passage) for discharging hydraulic pressure leaking from between the two. The spool 21p is formed with a land portion 21pa located between the input port 21f and the discharge port 21g and the discharge port 21h when the spool 21p is in the right half position. A part of the side surface is notched from the discharge port 21h side to the input port 21f side (from the lower side to the upper side in the figure) and is slanted so as not to communicate with the top and bottom of the land portion 21pa. A buzz flat (notched portion) Bu cut out is formed. The shape of the buzz flat Bu is that when the spool 21p is in the right half position, the input port 21f and the discharge port 21g are disconnected from the discharge port 21h, and when moving from the right half position to the left half position, The input port 21f, the discharge port 21g, and the discharge port 21h are cut as early as possible to communicate with each other. For example, the input port 21f, the discharge port 21g, and the discharge port 21h may be planar, V-shaped, or groove-shaped. Any shape may be used as long as the above function can be achieved.

On the other hand, the C2-B3 relay valve (second switching valve) 22 has a spool 22p that can be switched between the left half position (fourth position) and the right half position (third position), and the spool 22p at the left half position. A spring 22s biased in the direction, a hydraulic oil chamber 22i for inputting the advance range pressure PD through the oil passage a4 in a direction to press the spool 22p to the right half position, and a pressure action to the spool 22p to the right half position. The hydraulic oil chamber 22a that inputs the engagement pressure P _SLC2 in the direction through the oil passages n1 and n3, and the signal pressure _PS1 in the direction that presses the spool 22p to the left half position through the oil passage h1. The hydraulic oil chamber 22b, the input port 22d for inputting the engagement pressure P _SLC2 via the oil passage p1, and the input port 22d in the right half position, and the engagement pressure P _SLC2 for the hydraulic pressure of the clutch C-2. Servo 3 2 and an output port 22c that is supplied to the hydraulic oil chamber 22a via oil passages n1, n2, and n3, and communicates with the input port 22d at the left half position, and the engagement pressure P _SLC2 is described later via the oil passages i1 and i2. Output port 22e supplied to the hydraulic oil chamber 21c of the C1 apply relay valve 21 through the oil passages i1 and i3, and the modulator pressure Pmod through the oil passage f1. The modulator port Pf is connected to the input port 22f through the oil passages a2 and a3, and the modulator port Pmod is connected to the input port 22f at the left half position. By communicating with the input port 22h at the position, the forward range pressure PD is output to the oil passages g1, g2, g3, g4, and the modulator pressure P The mod or forward range pressure PD is used as the original pressure of the linear solenoid valve SLC2, the input port of the linear solenoid valve SLC2 (not shown), the hydraulic oil chamber 21a of the C1 apply relay valve 21, and the B3 apply described later. And an output port 22g to be supplied to the hydraulic oil chamber 23a of the control valve 23, respectively.

The B3 apply control valve 23 has a spool 23p that can be switched between a left half position and a right half position, a spring 23s that urges the spool 23p in the direction of the right half position, and presses the spool 23p to the right half position. a hydraulic oil chamber 23b input via the oil passage j1 the engagement pressure _{P SLU} in direction acting, oil passages g1 the modulator pressure Pmod or forward range pressure PD in the direction of the pressing action of the spool 22p in the left half position, hydraulic oil chamber 23a that is input via g4, input port 23e that inputs the engagement pressure _PSLB1 via oil passages k1, k3, and k4, and engagement pressure _PSLC2 that is input via oil passages i1 and i2. an input port 23d for inputting Te, communicates with the input port 23d in the right half position, the hydraulic support of the engagement pressure _{P SLC2} (as the engagement pressure of the brake B-3) a brake B-3 An output port 23c that supplies the oil pressure to the engine 34 via the oil passage m1, and a discharge port EX that communicates with the output port 23c at the left half position to discharge the hydraulic pressure of the hydraulic servo 34 of the brake B-3 via the oil passage m1. And is configured.

[Hydraulic control device operation]
Next, the operation of the hydraulic control apparatus 1 will be described with reference to FIG.

[First forward speed while the engine is running]
For example, when the internal combustion engine 200 is being driven in the forward range (D range) and the first forward speed is determined by the control unit 50, the mechanical type is linked to the internal combustion engine 200. The oil pump 70 is driven, a line pressure PL is generated in a line pressure generator (not shown), and a forward range pressure PD is output from a manual valve (not shown). In this first forward speed state, the engagement pressure P _SLC1 is output from the linear solenoid valve SLC1, and the engagement pressure P _SLC2 and the engagement pressure P _SLB1 are output from the linear solenoid valve SLC2 and the linear solenoid valve SLB1, _{respectively.} The solenoid valve S1 is not turned off and the signal pressure _PS1 is not outputted.

  Then, the forward range pressure PD is input to the hydraulic oil chamber 22i of the C2-B3 relay valve 22 via the oil passages a2 and a4, and the spool 22p is in the right half position by overcoming the urging force of the spring 22s. The forward range pressure PD is output from the port 22g. Further, since the forward range pressure PD is input to the hydraulic oil chamber 21a of the C1 apply relay valve 21 via the oil passages g1 and g3, the forward range pressure PD of the hydraulic oil chamber 21a overcomes the biasing force of the spring 21s. The spool 21p is in the right half position.

When the C1 apply relay valve 21 is in the right half position as described above, the engagement pressure P _SLC1 output from the linear solenoid valve _SLC1 is clutched via the oil passage d1, the input port 21k, the output port 21j, and the oil passage e1. Supplyed to the hydraulic servo 31 of C-1, the clutch C-1 is engaged. Thereby, coupled with the engagement of the one-way clutch F-2, the automatic transmission 100 is in the first forward speed.

In addition, since the forward range pressure PD is input to the hydraulic oil chamber 23a of the B3 apply control valve 23 via the oil passages g1 and g4, the spool 23p is in the left half position, but the control unit 50 has the lock-up clutch. Judging the 10 engagement of (lockup), the engagement pressure _{P SLU} from the linear solenoid valve SLU is output, the engagement pressure _{P SLU} is input to the hydraulic oil chamber 23b of the B3 apply control valve 23, the urging of the spring 23s Combined with the power, the spool 23p is switched to the right half position.

In this way, when the B3 apply control valve 23 is in the right half position, the control unit 50 is in the time of engine braking at the first forward speed based on, for example, the accelerator opening degree or the deceleration of the vehicle (step brake pedal pressure). When the determination is made, first, the solenoid valve S1 is turned on, and the signal pressure _PS1 is input to the hydraulic oil chamber 22b of the C2-B3 relay valve 22. Then, the signal pressure _PS1 of the hydraulic oil chamber 22b and the urging force of the spring 22s overcome the forward range pressure PD of the hydraulic oil chamber 22i, and the spool 22p of the C2-B3 relay valve 22 is switched to the left half position. . Then, the engagement pressure _PSLC2 is output from the linear solenoid valve SLC2, and the oil path p1, the C2-B3 relay valve 22 at the left half position, the oil paths i1, i2, the B3 apply control valve 23 at the right half position, the oil path m1. Then, the engagement pressure _PSLC2 is supplied to the hydraulic servo 34 of the brake B-3, and the brake B-3 enters the engaged state. As a result, in conjunction with the engagement of the clutch C-1, the automatic transmission 100 enters an engine brake state at the first forward speed.

When the control unit 50 determines the first forward speed (from the non-driving state to the driving state) from the time of engine braking at the first forward speed, the linear solenoid valve SLC2 and the solenoid valve S1 are controlled to be off, and the engagement pressure P _SLC2 and The signal pressure _PS1 is in a non-output state. As a result, the C2-B3 relay valve 22 is returned to the right half position, and the brake B-3 is released.

[2nd forward speed while the engine is running]
For example, when the control unit 50 determines the shift to the second forward speed from the state of the first forward speed, the linear solenoid valve SLB1 outputs the engagement pressure _PSLB1 , and the brake B-1 via the oil passages k1 and k2. The engagement pressure _PSLB1 is supplied to the hydraulic servo 33, and the brake B-1 is engaged. Thereby, coupled with the engagement of the clutch C-1, the automatic transmission 100 is in the second forward speed state.

At this time, the engagement pressure _{P SLB1} output from the linear solenoid valve SLB1 is input to the hydraulic oil chamber 21b of the oil passage k1, k3, k5 through a C1 apply relay valve 21, and the spool 21p in the left-half position The forward range pressure PD is input to the hydraulic oil chamber 21a of the C1 apply relay valve 21, and the hydraulic oil chamber 21b is more than the hydraulic oil chamber 21a. Since the pressure receiving area is set to be small, the spool 23p has the right half position when the forward pressure PD of the hydraulic oil chamber 21a _overcomes the engagement pressure _PSLB1 of the hydraulic oil chamber 21b and the _urging force of the spring 21s. Maintained.

[3rd forward speed while the engine is running]
For example, when the control unit 50 determines the shift to the third forward speed from the state of the second forward speed, the linear solenoid valve SLB1 is controlled to be off so that the engagement pressure _PSLB1 is not output and the linear solenoid valve SLC2 is engaged. The combined pressure P _SLC2 is output, the brake B-1 is released, and the engagement pressure P _SLC2 is supplied to the hydraulic servo 32 of the clutch C-2 via the oil passages n1 and n2 to engage the clutch C-2. It becomes a joint state. Thereby, coupled with the engagement of the clutch C-1, the automatic transmission 100 is in the third forward speed state.

[Forward 4th speed while the engine is running]
For example, when the control unit 50 determines a shift to the fourth forward speed from the state of the third forward speed, the linear solenoid valve SLC1 is controlled to be off so that the engagement pressure P _SLC1 is not output and the linear solenoid valve SLB1 is engaged. The _combined pressure P _SLB1 is output, the clutch C-1 is released, and the engagement pressure P _SLB1 is supplied to the hydraulic servo 33 of the brake B-1 via the oil passages k1 and k2, and the brake B-1 is engaged. It becomes a joint state. Thereby, coupled with the engagement of the clutch C-2, the automatic transmission 100 is in the state of the fourth forward speed.

Also at this time, the engagement pressure _{P SLB1} output from the linear solenoid valve SLB1 is input to the hydraulic oil chamber 21b of the oil passage k1, k3, k5 through a C1 apply relay valve 21, and the left half position spool 21p The forward range pressure PD is input to the hydraulic oil chamber 21a of the C1 apply relay valve 21, and the hydraulic oil chamber 21b is more than the hydraulic oil chamber 21a. Since the pressure receiving area of the spool 23p is set to be small, the forward pressure range PD of the hydraulic oil chamber 21a _overcomes the engagement pressure _PSLB1 of the hydraulic oil chamber 21b and the _urging force of the spring 21s, and the right half Maintained in position.

[First forward speed during idle stop]
Next, for example, a description will be given of a state during idling stop in which the internal combustion engine 200 is stopped while the vehicle is stopped or at a predetermined vehicle speed or less. For example, when the internal combustion engine 200 is in the idling stop state and in the forward range (D range), the electromagnetic pump EMOP is driven by the control unit 50. At this time, the mechanical oil pump 70 is also stopped with the stop of the internal combustion engine 200, and engine drive hydraulic pressure such as the line pressure PL, the forward range pressure PD, and the modulator pressure Pmod is not generated.

During this idle stop, since no hydraulic pressure is input to the hydraulic oil chambers 21a, 21b, 21c of the C1 apply relay valve 21, the spool 21p of the C1 apply relay valve 21 is moved to the left half position by the urging force of the spring 21s. Become. The electromagnetic pump pressure P _EMOP output from the electromagnetic pump _EMOP is the oil pressure of the clutch C-1 via the oil passage b1, the input port 21i and output port 21j of the C1 apply relay valve 21 at the left half position, and the oil passage e1. Supplyed to the servo 31, the clutch C-1 is engaged. Thereby, coupled with the engagement of the one-way clutch F-2, the automatic transmission 100 is in the first forward speed.

[When sticking left half of C1 apply relay valve 21]
Subsequently, for example, a case where a foreign matter or the like has entered the spool 21p of the C1 apply relay valve 21 and a failure state in which the spool 21p sticks to the left half position will be described. In this fail state, as in the idling stop, the C1 apply relay valve 21 is in the left half position, the internal combustion engine 200 is in a driving state, and the forward range pressure PD and the modulator are based on the hydraulic pressure generated by the mechanical oil pump 70. Even if the pressure Pmod is generated and input to the hydraulic oil chamber 21a, the C1 apply relay valve 21 remains in the left half position.

Thus, when the C1 apply relay valve 21 is in the left half position, the engagement pressure P _SLC1 input from the linear solenoid valve SLC1 to the input port 21k via the oil passage d1 is blocked by the C1 apply relay valve 21. That is, the engagement pressure P _SLC1 cannot be supplied to the hydraulic servo 31 of the clutch C-1. However, the forward range pressure PD generated based on the hydraulic pressure generated by the mechanical oil pump 70 is supplied from the oil passage a1 through the input port 21d and the output port 21e of the C1 apply relay valve 21 to the oil passage c1 (compensation oil passage). ), Output to the check valve 61 (backflow prevention valve) and the oil passage c2 (compensation oil passage) and led to the oil passage b2 for supplying the hydraulic pressure of the electromagnetic pump EMOP, the input port 21i and the output port 21j, the oil passage It is supplied to the hydraulic servo 31 of the clutch C-1 via e1. Thereby, coupled with the engagement of the one-way clutch F-2, the automatic transmission 100 is in the first forward speed state, and the vehicle can be degenerated.

The check valve 61 is opened and communicated when hydraulic pressure flows from the oil passage c1 to the oil passage c2 (that is, from the C1 apply relay valve 21 to the oil passages b1 and b2), and on the opposite side (that is, the oil passage b1, b1). When oil pressure is about to flow (from b2 to the C1 apply relay valve 21), it is closed and shut off. The oil passage c1 has a forward range pressure PD when the C1 apply relay valve 21 is in the right half position. The check valve 61 is not opened when the electromagnetic pump pressure _PEMOP is output from the electromagnetic pump _EMOP . In other words, the check valve 61 does not open normally, and when the electromagnetic pump pressure _PEMOP is supplied from the electromagnetic pump EMOP to the hydraulic servo 31 of the clutch C-1, the electromagnetic pump pressure _PEMOP flows back to the C1 apply relay valve 21. Leakage is prevented and the clutch C-1 can be engaged by the electromagnetic pump EMOP. Further, when the forward range pressure PD is guided to the oil passage b2 through the oil passages c1 and c2, the forward range guided to the oil passage b2 rather than the electromagnetic pump pressure P _EMOP output from the electromagnetic pump EMOP. In this case, the pressure PD is larger than the oil passage b2 and the strainer by a check valve built in the electromagnetic pump EMOP, that is, the forward range pressure PD is strained via the electromagnetic pump EMOP. Never flow backwards.

[When linear solenoid valve SLC1 fails]
Next, a case where a failure occurs in the linear solenoid valve SLC1 (when the first solenoid valve is abnormal) will be described. When the C1 apply relay valve 21 is in the right half position and a failure occurs in the linear solenoid valve SLC1 and the engagement pressure P _SLC1 cannot be output, the engagement pressure P _SLC1 is supplied to the hydraulic servo 31 of the clutch C-1. The clutch C-1 cannot be engaged. Therefore, when the controller 50 determines that a failure has occurred in the linear solenoid valve SLC1, for example, by detecting the occurrence of engine blow due to the disengagement of the clutch C-1, the control unit 50 controls the solenoid valve S1 to be turned on to control the signal pressure. In addition to outputting _PS1 , the linear solenoid valve SLC2 and the linear solenoid valve SLB1 are turned on to output the engagement pressure _PSLC2 and the engagement pressure _PSLB . When the failure occurs, the linear solenoid valve SLU is controlled to be off because the lockup clutch 10 is not engaged.

Thus, first, the C2-B3 relay valve 22 strikes the forward range pressure PD of the hydraulic oil chamber 22i in combination with the urging force of the spring 22s when the signal pressure _PS1 is input to the hydraulic oil chamber 22b. Win and switch to the left half position. Then, the modulator pressure Pmod input to the input port 22f is output from the output port 22g to the oil passages g1, g2, g3, and g4. Therefore, the original pressure of the linear solenoid valve SLC2 is switched to the modulator pressure Pmod, and the B3 apply control valve 23 is locked at the left half position by the modulator pressure Pmod in the hydraulic oil chamber 23a. Further, the hydraulic pressure supplied to the hydraulic oil chamber 21a of the C1 apply relay valve 21 is switched from the forward range pressure PD to the modulator pressure Pmod.

In this state, the engagement pressure P _SLC2 output from the linear solenoid valve SLC2 is supplied from the oil passage p1 to the hydraulic oil chamber 21c of the C1 apply relay valve 21 via the input port 22d, the output port 22e, and the oil passages i1 and i3. Is input. Moreover, the engagement pressure _{P SLB1} output from the linear solenoid valve SLB1 is input to the hydraulic oil chamber 21b of the oil passage k1, k3, k5 through a C1 apply relay valve 21. Thus, C1 apply relay valve 21, the engagement pressure _{P SLB1} the hydraulic oil chamber 21b, the engagement pressure _{P SLC2} of the hydraulic oil chamber 21c, the sum of the urging force of the spring 21s is, the modulator pressure Pmod the hydraulic oil chamber 21a It is overcome and switched to the left half position.

  As a result, the forward range pressure PD changes from the oil passage a1 to the input port 21d and output port 21e of the C1 apply relay valve 21, the oil passage c1, the check valve 61, the oil passage c2, the oil passage b2, the input port 21i, and the output port 21j. The oil pressure is supplied to the hydraulic servo 31 of the clutch C-1 through the oil passage e1. Thereby, coupled with the engagement of the one-way clutch F-2, the automatic transmission 100 is in the first forward speed state, and the vehicle can be degenerated.

In the B3 apply control valve 23, the engagement pressure P _SLC2 is input to the input port 23d, and the engagement pressure P _SLB1 is input to the input port 23e. There is no effect. Further, when the forward range pressure PD is led to the oil passage b2 through the oil passages c1 and c2, as described above, the oil passage b2 and the strainer are blocked by the check valve built in the electromagnetic pump EMOP. That is, the forward range pressure PD does not flow back to the strainer via the electromagnetic pump EMOP.

[At the start of idle stop]
Next, the operation when the internal combustion engine 200 is stopped and the idle stop is started from the running state by the internal combustion engine 200 will be described with reference to FIGS.

As shown in FIG. 4, for example, when the vehicle is stopped in the first forward speed stage, the engine speed Ne of the internal combustion engine 200 is an idle speed, and the turbine speed of the turbine runner 7 b of the torque converter 7. Nt (that is, the rotation speed of the input shaft 12) is a state where the rotation of the wheel is stopped, and thus is stopped via the speed change mechanism 2 (the rotation speed is 0). In a state where the internal combustion engine 200 is idling, the line pressure PL is generated, and the engagement pressure P _SLC1 output by the linear solenoid valve SLC1 based on the forward range pressure PD is the hydraulic servo 31 of the clutch C-1. This is the hydraulic pressure PC1. In this state, the electromagnetic pump EMOP is off-controlled.

  For example, when the control unit 50 determines that the internal combustion engine 200 is idle stopped at time t1, the fuel injection is stopped in the internal combustion engine 200 and the engine speed Ne starts to decrease. Thereafter, when the control unit 50 detects that the engine rotational speed Ne has become lower than the predetermined rotational speed at the time point t2, the control unit 50 instructs to turn on the electromagnetic pump EMOP and starts driving the electromagnetic pump EMOP.

Further, at this time t2, the control unit 50 controls the solenoid valve S1 to be turned on and outputs the engagement pressure P _SLC2 by the linear solenoid valve SLC2. As a result, as shown in FIG. 3, the signal pressure _PS1 is input to the hydraulic oil chamber 22b of the C2-B3 relay valve 22, and the spool 22p of the C2-B3 relay valve 22 is supplied with the signal pressure P to the hydraulic oil chamber 22b. _By inputting _S1 , in combination with the urging force of the spring 22s, the forward range pressure PD of the hydraulic oil chamber 22i is overcome and switched to the left half position. Then, the modulator pressure Pmod input to the input port 22f is output from the output port 22g to the oil passages g1, g2, g3, and g4. Therefore, the original pressure of the linear solenoid valve SLC2 is switched to the modulator pressure Pmod, and the B3 apply control valve 23 is locked at the left half position by the modulator pressure Pmod in the hydraulic oil chamber 23a. Further, the hydraulic pressure supplied to the hydraulic oil chamber 21a of the C1 apply relay valve 21 is switched from the forward range pressure PD to the modulator pressure Pmod.

The engagement pressure P _SLC2 output from the linear solenoid valve SLC2 is input from the oil path p1 to the hydraulic oil chamber 21c of the C1 apply relay valve 21 via the input port 22d, the output port 22e, and the oil paths i1 and i3. The At this time, as shown in FIG. 4, at the time t2, the internal combustion engine 200 is still slightly rotating and the engine speed Ne has not yet decreased, so the mechanical oil pump 70 is also driven, Neither the pressure PL nor the modulator pressure Pmod is lowered. Therefore, in the C1 apply relay valve 21 shown in FIG. 3, the sum of the engagement pressure _PSLC2 of the hydraulic oil chamber 21c and the urging force of the spring 21s does not overcome the modulator pressure Pmod of the hydraulic oil chamber 21a. Although the position remains, the modulator pressure Pmod and the engagement pressure P _SLC2 having the modulator pressure Pmod as the original pressure are reduced in flow rate and pressure as the hydraulic pressure generated by the mechanical oil pump 70 decreases. Become. Although of course, _{P SLC1} output from the linear solenoid valve SLC1 is also gradually decreases, oil pressure PC1 of the hydraulic servo 31 of the clutch C-1 also decreases.

Thereafter, at time point t3, in the C1 apply relay valve 21, the engagement pressure _PSLC2 of the hydraulic oil chamber 21c and the modulator pressure Pmod of the hydraulic oil chamber 21a both decrease, and thus the decreased engagement pressure of the hydraulic oil chamber 21c. The sum of the urging forces of P _SLC2 and the spring 21s overcomes the modulator pressure Pmod of the lowered hydraulic oil chamber 21a and presses the spool 21p toward the left half position.

  At this time, for example, the oil passage r1 for discharging the hydraulic pressure leaking from between the spool 21p and the valve body is substantially sealed when the check valve 63 is closed, so that negative pressure is generated in the discharge port 21h. A force that prevents the spool 21p from moving to the left half position side is generated. However, a buzz flat Bu is formed in the land portion 21pa described above, and as soon as the spool 21p starts to move from the right half position to the left half position, the discharge is performed with the input port 21f and the discharge port 21g via the buzz flat Bu. It communicates with the port 21h. Thereby, the negative pressure of the discharge port 21h generated by the oil passage r1 is immediately eliminated by communicating with the oil passage q1 longer than the oil passage r1, and the hindrance to the movement of the spool 21p is eliminated. The oil passage q1 is an oil passage communicating with the above-described linear drain, that is, communicating with each linear solenoid valve SLC1, SLC2, SLB1, etc., so that a slight gap around the spool of these linear solenoid valves, etc. It is easy to eliminate the negative pressure in the oil passage r1 due to the oil leaking from the oil.

At time t3, when the spool 21p of the C1 apply relay valve 21 is switched to the left half position, the electromagnetic pump pressure P _EMOP output from the electromagnetic pump _EMOP is _changed to the oil passage b1, the C1 apply relay valve at the left half position. 21 is supplied to the hydraulic servo 31 of the clutch C-1 via the input port 21i and the output port 21j and the oil passage e1, that is, the hydraulic pressure PC1 of the hydraulic servo 31 of the clutch C-1 is switched to the electromagnetic pump pressure _PEMOP . For this reason, the hydraulic pressure PC1 of the hydraulic servo 31 of the clutch C-1 is maintained without falling below the clutch engagement maintaining pressure PX for overcoming the urging force of the return spring (not shown) of the hydraulic servo 31 of the clutch C-1. Thus, the engaged state of the clutch C-1 is maintained.

If the engagement pressure P _SLC2 of the linear solenoid valve SLC2 is not output at the start of the idle stop described above, that is, when the C1 apply relay valve 21 is switched, the hydraulic oil chamber 21a of the C1 apply relay valve 21 is not output. Until the modulator pressure Pmod decreases and the urging force of the spring 21s overcomes, the left half position is not switched. In this case, that is, since there is no assistance (assist) by the engagement pressure P _SLC2 , the timing at which the C1 apply relay valve 21 switches from the right half position to the left half position is delayed, and the line pressure PL decreases during that time. engagement pressure _{P SLC1} of the linear solenoid valve SLC1 also cause decreased, oil pressure PC1 of the hydraulic servo 31 of the clutch C-1 is also lowered. Then, as shown by the broken line in FIG. 4, the hydraulic pressure PC1er of the hydraulic servo 31 of the clutch C-1 once falls below the clutch engagement maintaining pressure PX, and slipping occurs in the clutch C-1. Become.

[Summary of this embodiment]
As described above, the hydraulic control device (1) of the automatic transmission (100) includes the mechanical oil pump (70) that is driven by the internal combustion engine (200) to generate hydraulic pressure,
An electric oil pump (EMOP) that generates hydraulic pressure by electricity;
A first friction engagement element (C−) that is disposed on a transmission path between the internal combustion engine (200) and the wheels and is engaged when the forward range is stopped and during an idle stop of the internal combustion engine (200). 1) and a second friction engagement element (C-2) that is not engaged during the idle stop (for example, C-1, C-2, C-3, B-1). , B-3), and the hydraulic control device (1) of the automatic transmission (100),
A first solenoid valve (SLC1) capable of adjusting the hydraulic pressure (P _SLC1 ) supplied to the hydraulic servo (31) of the first friction engagement element (C-1);
A second solenoid valve (SLC2) capable of adjusting the hydraulic pressure (P _SLC2 ) supplied to the hydraulic servo (32) of the second friction engagement element (C-2);
A spool (21p) that can be switched between a first position and a second position; a biasing member (21s) that biases the spool (21p) toward the first position; and the mechanical oil pump (70). A first hydraulic oil chamber (21a) that presses the spool (21p) in the direction of the second position by inputting an engine drive hydraulic pressure (for example, PL or Pmod) adjusted based on the generated hydraulic pressure; 2 solenoid valve (SLC2) of the hydraulic _{(P SLC2)} second hydraulic oil chamber for pressing the spool (21p) in the direction of the first position by inputting a and (21c), having a first position The hydraulic servo (31) of the first friction engagement element (C-1) communicates with the electric oil pump (EMOP), and at the second position, the first friction engagement element (C-1) Hydraulic servo (3 ) And said first solenoid valve (SLC1) first switching valve (21 and communicating),
When the first switching valve (21) is in the first position and the internal combustion engine (200) is being driven, the engine drive hydraulic pressure (for example, PD) is supplied to the first friction engagement element (C-1). Compensation oil passages (c1, c2) for supplying to the hydraulic servo (31) of
When the first solenoid valve (SLC1) is abnormal, hydraulic pressure (P _SLC2 ) is supplied from at least the second solenoid valve (SLC2) to the second hydraulic oil chamber (21c) to switch the switching valve (21). Switch to the first position, supply the engine drive hydraulic pressure (for example PD) from the compensation oil path (c1, c2) to the hydraulic servo (31) of the first friction engagement element (C-1),
At the start of normal idle stop, the internal combustion engine (200) is stopped and the electric oil pump (EMOP) is driven to reduce the hydraulic pressure (P _EMOP ) of the electric oil pump ( _EMOP ) to the first friction. In supplying to the hydraulic servo (31) of the engagement element (C-1), the engine drive hydraulic pressure (for example, Pmod) of the first hydraulic oil chamber (21a) decreases and the biasing force of the biasing member (21s). When switching the spool (21p) from the second position to the first position, the hydraulic pressure (P _SLC2 ) is supplied from the second solenoid valve (SLC2) to the second hydraulic oil chamber (21c), The switching from the second position to the first position is assisted.

Thus, according to the hydraulic control device 1 of the automatic transmission 100 according to the present embodiment, the modulator pressure Pmod in the hydraulic oil chamber 21a is reduced at the start of normal idle stop, and the biasing force of the spring 21s When the spool 21p is switched from the right half position to the left half position, hydraulic pressure is supplied from the linear solenoid valve SLC2 to the hydraulic oil chamber 21b to assist in switching from the right half position to the left half position. The switching response of the C1 apply relay valve 21 can be improved at the start of idling stop without setting the biasing force of 21s high. Further, for example, when the linear solenoid valve SLC1 fails (when an abnormality occurs), the engagement pressure P _SLC2 of the linear solenoid valve SLC2 used to switch the spool 21p of the C1 apply relay valve 21 is supplied to the hydraulic oil chamber 21b. Since the structure can be used as it is, it is not necessary to provide a dedicated solenoid valve, for example, and the size of the hydraulic control device 1 can be prevented from being increased.

In the hydraulic control device (1) of the automatic transmission (100), the plurality of friction engagement elements include a third friction engagement element (B-1),
A third solenoid valve (SLB1) capable of _{adjusting the} hydraulic pressure ( _PSLB1 ) supplied to the hydraulic servo (33) of the third friction engagement element (B-1);
The first switching valve (21) receives a hydraulic pressure (P _SLB1 ) of the third solenoid valve (SLB1) and thereby presses the spool (21p) toward the first position (third hydraulic oil chamber ( 21b)
When the first solenoid valve (SLC1) is abnormal, the second hydraulic oil chamber (21c) and the third hydraulic oil chamber (21b) from the second solenoid valve (SLC2) and the third solenoid valve (SLB1). The first switching valve (21) is switched to the first position by supplying hydraulic pressure to the first position, and the engine drive hydraulic pressure (PD) is transferred from the compensation oil passage (c1, c2) to the first friction engagement element (C- It is supplied to the hydraulic servo (31) of 1).

  Thus, when the linear solenoid valve SLC1 fails, the forward range pressure PD can be supplied to the hydraulic servo 31 of the clutch C-1 to form the first forward speed, thereby enabling the vehicle to degenerate. be able to.

Further, in the hydraulic control device (1) of the automatic transmission (100), the second friction engagement element (C-2) is engaged with a middle high speed stage and is released at the start of the idle stop. A friction engagement element to be
The second solenoid valve (SLC2) is connected to the hydraulic servo (32) of the second friction engagement element (C-2) and the second hydraulic oil chamber (21c), and the second solenoid valve (SLC2). And the second hydraulic oil chamber (21c) and a third position for communicating the second solenoid valve (SLC2) and the hydraulic servo (32) of the second friction engagement element (C-2); The second solenoid valve (SLC2) and the hydraulic servo (32) of the second friction engagement element (C-2) are shut off, and the second solenoid valve (SLC2) and the second hydraulic oil chamber (21c) are cut off. A second switching valve (22) switchable to a fourth position communicating with
A fourth solenoid valve (S1) capable of outputting a signal pressure (P _S1 ) for switching the second switching valve (22);
Supply of hydraulic pressure from the second solenoid valve (SLC2) to the second hydraulic oil chamber (21c) when the second stop valve (22) is switched to the fourth position at the start of the idle stop. It is characterized by enabling.

Thus, the high speed stage in the third forward speed and the fourth forward speed, can supply the engagement pressure P _SLC2 of the linear solenoid valve SLC2 to the hydraulic servo 32 of the clutch C-2, also, when the vehicle is stopped In other words, at the start of idling stop at the first forward speed, the engagement pressure P _SLC2 of the linear solenoid valve SLC2 can be supplied to the hydraulic oil chamber 21c of the C1 apply relay valve 21, so a new solenoid valve is provided. Therefore, the engagement control of the clutch C-2 and the switching control of the C1 apply relay valve 21 can be performed by only one linear solenoid valve SLC2, and the hydraulic control device 1 can be prevented from being enlarged. .

  Further, in the hydraulic control device (1) of the automatic transmission (100), the second switching valve (22) uses a line pressure (PL) and a line pressure (PL) as the engine drive hydraulic pressure. Modulator pressure (Pmod) reduced to a predetermined pressure or less is input, and the line pressure (PL) is output to the first hydraulic oil chamber (21a) at the third position and the second solenoid valve (SLC2). The modulator pressure (Pmod) is output to the first hydraulic oil chamber (21a) at the fourth position and output as the original pressure of the second solenoid valve (SLC2). To do.

As a result, when the engagement control of the clutch C-2 is performed, the engagement pressure P _SLC2 can be generated by the linear solenoid valve SLC2 using the line pressure PL higher than the modulator pressure Pmod, and the torque capacity of the clutch C-2 is increased. can do. Further, when the C1 apply relay valve 21 needs to be switched at the time of failure or at the start of idle stop, the hydraulic pressure input to the hydraulic oil chamber 21a is set from the line pressure PL (that is, the forward range pressure PD). Since it is possible to switch to a lower modulator pressure Pmod, the hydraulic pressure required for switching can be kept small, and controllability can be improved.

Further, in the hydraulic control device (1) of the automatic transmission (100), the first switching valve (21) is a first oil in which a check valve (63) that opens when the hydraulic pressure is discharged is interposed. A first port (21h) connected to the path (r1), and a second port (21f) connected to a second oil path (q1) longer than the first oil path (r1),
The spool (21p) of the first switching valve (21) shuts off the first port (21h) and the second port (21f) at the second position, and the first port (21h) at the first position. ) And the second port (21f) and a land portion (21pa) communicating with the second port (21f),
The land portion (21pa) has a cutout portion (Bu) cut out from the first port (21h) toward the second port (21f) on a part of the side surface.

  As a result, the influence of the negative pressure in the oil passage r1 when the spool 21p of the C1 apply relay valve 21 is switched from the right half position to the left half position can be immediately eliminated, and the switching delay of the spool 21p can be prevented. .

In the hydraulic control device (1) of the automatic transmission (100), the electric oil pump (EMOP) communicates with the first switching valve (21), and the hydraulic pressure of the electric oil pump (EMOP) is communicated. (P _EMOP ) provided with supply oil passages (b1, b2),
The compensation oil passage (c1, c2) is connected to the supply oil passage (b1, b2),
It is interposed in the compensation oil passage (c1, c2) and communicates when hydraulic pressure flows from the first switching valve (21) to the supply oil passage (b1, b2), and from the supply oil passage (b1, b2). A backflow prevention valve (61) that is shut off when hydraulic pressure is about to flow to the first switching valve (21);
When the first solenoid valve (SLC1) is abnormal, the switching valve (21) is switched to the first position, and the engine is driven from the compensation oil passage (c1, c2) through the supply oil passage (b1). Hydraulic pressure (for example, PD) is supplied to the hydraulic servo (31) of the first friction engagement element (C-1).

As a result, the oil passage b1 that supplies the electromagnetic pump pressure P _EMOP of the electromagnetic pump EMOP at the normal time is used, for example, when the linear solenoid valve SLC1 fails (at the time of failure), the forward range pressure PD is set to the clutch C-1. The hydraulic servo 31 can be supplied.

[Possibility of other embodiments]
In the above-described embodiment, the vehicle drive device used for a vehicle capable of executing idle stop has been described as an automatic transmission. However, the present invention is not limited to this, and the hybrid drive used in a hybrid vehicle is used. It may be a device.

  In the present embodiment, an electromagnetic pump has been described as an example of the electric oil pump, but any electric oil pump may be used as long as it is driven electrically and generates hydraulic pressure.

DESCRIPTION OF SYMBOLS 1 ... Hydraulic control apparatus 21 ... 1st switching valve (C1 apply relay valve)
21a ... 1st hydraulic fluid chamber (hydraulic fluid chamber)
21b ... Third hydraulic oil chamber (hydraulic oil chamber)
21c ... second hydraulic oil chamber (hydraulic oil chamber)
21f ... Second port (input port)
21h ... 1st port (discharge port)
21p ... Spool 21pa ... Land part 21s ... Biasing member (spring)
22 ... Second switching valve (C2-B3 relay valve)
31 ... Hydraulic servo 32 ... Hydraulic servo 33 ... Hydraulic servo 61 ... Backflow prevention valve (check valve)
63. Check valve (check valve)
70 ... Mechanical oil pump 100 ... Automatic transmission 200 ... Internal combustion engine EMOP ... Electric oil pump (electromagnetic pump)
C-1 ... Friction engagement element, first friction engagement element (clutch)
C-2: Friction engagement element, second friction engagement element (clutch)
C-3 Friction engagement element (clutch)
B-1: Friction engagement element, third friction engagement element (brake)
B-3 Friction engagement element (brake)
PD ... Engine drive hydraulic pressure (forward range)
P _EMOP … Hydraulic (electromagnetic pump pressure)
PL ... Engine drive hydraulic pressure (line pressure)
Pmod: Engine drive hydraulic pressure (modulator pressure)
P _SLC1 Hydraulic pressure (engagement pressure)
P _SLC2 ... Hydraulic pressure (engagement pressure)
P _SLB1 ... Hydraulic pressure (engagement pressure)
P _S1 ... Signal pressure SLC1 ... First solenoid valve (linear solenoid valve)
SLC2 ... Second solenoid valve (linear solenoid valve)
SLB1 ... Third solenoid valve (Linear solenoid valve)
S1 ... Fourth solenoid valve (solenoid valve)
Bu ... Notch (buzz flat)
b1, b2 ... Supply oil passage (oil passage)
c1, c2 ... Compensation oil passage (oil passage)
q1 ... Second oil passage (oil passage)
r1 ... 1st oil path (oil path)

Claims (6)

A mechanical oil pump driven by an internal combustion engine to generate hydraulic pressure;
An electric oil pump that generates hydraulic pressure by electricity;
A first friction engagement element that is disposed on a transmission path between the internal combustion engine and the wheels and is engaged when the forward range is stopped and during the idle stop of the internal combustion engine; and engaged during the idle stop A hydraulic control device for an automatic transmission comprising a plurality of friction engagement elements including: a second friction engagement element that is not
A first solenoid valve capable of adjusting the hydraulic pressure supplied to the hydraulic servo of the first friction engagement element;
A second solenoid valve capable of adjusting the hydraulic pressure supplied to the hydraulic servo of the second friction engagement element;
A spool that is switched between a first position and a second position, a biasing member that biases the spool in the direction of the first position, and an engine drive hydraulic pressure that is regulated based on a hydraulic pressure generated by the mechanical oil pump The first hydraulic oil chamber that presses the spool in the direction of the second position by inputting, and the second that presses the spool in the direction of the first position by inputting the hydraulic pressure of the second solenoid valve. A hydraulic oil chamber, wherein the hydraulic servo of the first friction engagement element communicates with the electric oil pump at the first position, and the hydraulic servo of the first friction engagement element at the second position; A first switching valve communicating with the first solenoid valve;
A compensation oil passage for supplying the engine drive hydraulic pressure to a hydraulic servo of the first friction engagement element when the first switching valve is in the first position and the internal combustion engine is being driven,
When the first solenoid valve is abnormal, hydraulic pressure is supplied from at least the second solenoid valve to the second hydraulic oil chamber to switch the switching valve to the first position, and the engine drive hydraulic pressure is supplied from the compensation oil passage. To the hydraulic servo of the first friction engagement element,
At the start of normal idle stop, the internal combustion engine is stopped and the electric oil pump is driven to supply the hydraulic pressure of the electric oil pump to the hydraulic servo of the first friction engagement element. When the engine drive hydraulic pressure of one hydraulic oil chamber is lowered and the spool is switched from the second position to the first position by the urging force of the urging member, the second solenoid valve moves to the second hydraulic oil chamber. Supplying hydraulic pressure to assist switching from the second position to the first position;
A hydraulic control device for an automatic transmission. The plurality of friction engagement elements include a third friction engagement element;
A third solenoid valve capable of adjusting the hydraulic pressure supplied to the hydraulic servo of the third friction engagement element;
The first switching valve has a third hydraulic oil chamber that presses the spool in the direction of the first position by inputting the hydraulic pressure of the third solenoid valve;
When the first solenoid valve is abnormal, hydraulic pressure is supplied from the second solenoid valve and the third solenoid valve to the second hydraulic oil chamber and the third hydraulic oil chamber so that the first switching valve is moved to the first solenoid valve. Switching to a position and supplying the engine drive hydraulic pressure from the compensation oil path to the hydraulic servo of the first friction engagement element;
The hydraulic control device for an automatic transmission according to claim 1. The second frictional engagement element is a frictional engagement element that is engaged at a medium-high speed stage and is released at the start of the idle stop,
The second solenoid valve is connected to the hydraulic servo of the second friction engagement element and the second hydraulic oil chamber, and shuts off the second solenoid valve and the second hydraulic oil chamber, and the second solenoid valve. And a third position for communicating the hydraulic servo of the second friction engagement element, the second solenoid valve and the hydraulic servo of the second friction engagement element are shut off, and the second solenoid valve and the second solenoid valve are disconnected. A second switching valve that is switchable to a fourth position communicating with the hydraulic oil chamber;
A fourth solenoid valve capable of outputting a signal pressure for switching the second switching valve;
At the start of the idle stop, the second switching valve is switched to the fourth position, so that the hydraulic pressure can be supplied from the second solenoid valve to the second hydraulic oil chamber.
The hydraulic control device for an automatic transmission according to claim 1 or 2. The second switching valve inputs a line pressure and a modulator pressure obtained by reducing the line pressure to a predetermined pressure or less as the engine drive oil pressure, and the line pressure is input to the first hydraulic oil chamber at the third position. And output as the original pressure of the second solenoid valve, and output the modulator pressure to the first hydraulic oil chamber at the fourth position and output as the original pressure of the second solenoid valve.
The hydraulic control device for an automatic transmission according to claim 3. The first switching valve is connected to a first port connected to a first oil passage having a check valve that opens when the hydraulic pressure is discharged, and to a second oil passage that is longer than the first oil passage. A second port;
The spool of the first switching valve has a land portion that shuts off the first port and the second port at the second position and communicates the first port with the second port at the first position. ,
The land part has a cutout part cut out from a part of the side surface toward the second port side from the first port.
5. The hydraulic control device for an automatic transmission according to claim 1, wherein the hydraulic control device is an automatic transmission. A supply oil passage that communicates the electric oil pump and the first switching valve and is capable of supplying hydraulic pressure of the electric oil pump;
The compensation oil passage is connected to the supply oil passage,
A reverse flow that is interposed in the compensation oil passage and communicates when hydraulic pressure flows from the first switching valve to the supply oil passage, and is blocked when hydraulic pressure is about to flow from the supply oil passage to the first switching valve. Equipped with a prevention valve,
When the first solenoid valve is abnormal, the switching valve is switched to the first position, and the engine drive hydraulic pressure is changed from the compensation oil path to the hydraulic servo of the first friction engagement element through the supply oil path. Supply,
The hydraulic control device for an automatic transmission according to any one of claims 1 to 5.

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