JP2016031118A - Automatic transmission hydraulic pressure supply device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an automatic transmission hydraulic pressure supply device capable of suppressing the generation of a drag torque of a clutch by reducing a quantity of lubricant supplied to a lubrication system at a time of starting a vehicle and thereby effectively balancing the vehicle starting performance and the supply of the lubricant to the lubrication system.SOLUTION: In an automatic transmission hydraulic pressure supply device including a lubrication valve 70w disposed in a lubricant passage 70v through which lubricant can be supplied to a lubrication system 70u, and including a spool displacing in response to a signal pressure to act and capable of regulating a quantity of the lubricant, a signal pressure output when first solenoid valves (70ma, 70na) of switching valves (70m, 70n) are excited and a signal pressure output when one second solenoid valve (70pa) of a selection valve (70p) capable of supplying a hydraulic pressure to a gear fastening mechanism that can establish a gear position having a highest transmission gear ratio out of transmission gear ratios are caused to act on one end of the spool of the lubrication valve, and a regulated pressure obtained by regulating a line pressure is caused to act on the other end of the spool.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a hydraulic supply device for a twin-clutch type automatic transmission, and more specifically to a hydraulic supply device for an automatic transmission that makes it easy to start the vehicle by suppressing the drag torque of the lubricating oil of the clutch. .

  Recently, a hydraulic supply device for a twin clutch type automatic transmission as described in Patent Document 1 is known, which is connected to a drive source such as an engine mounted on a vehicle via a plurality of wet clutches. A gear fastening mechanism capable of establishing any one of a plurality of shift stages by fastening any of a plurality of transmission gears arranged between the input shaft and the output shaft connected to the input shaft or the output shaft; and an oil A plurality of switches that output the pressure of the hydraulic oil discharged from the pump to the clutch and the gear engaging mechanism when the solenoid valve is demagnetized by the first pressure regulating valve that regulates the pressure of the hydraulic oil to the line pressure. A plurality of selection valves that are disposed downstream of the valve and that selectively supply hydraulic pressure output from the switching valve in response to excitation / demagnetization of the solenoid valve to one of the gear fastening mechanisms; A lubrication oil passage capable of supplying the lubrication system with a discharge hydraulic pressure discharged when the lubrication system including the slipping portion is connected to the first pressure regulating valve and the first pressure regulating valve regulates the line pressure. Is provided.

  In such an automatic transmission, when hydraulic oil is supplied to the clutch as lubricating oil, drag torque is generated, the operation of the gear fastening mechanism is delayed, and the start of the vehicle is delayed. A lubricating valve provided with a spool that is arranged in the lubricating oil path and can be displaced according to the signal pressure to be applied to adjust the amount of lubricating oil, more specifically, a spring load is applied to one end, and When line pressure or signal pressure is applied to the other end and the oil pressure is supplied to the lubrication system until the oil pressure on the other end exceeds that on one end, while the oil pressure on the other end exceeds that on one end It has been proposed to provide a lubrication valve having a spool that displaces and blocks the supply of lubricating oil to the lubrication system.

International Publication WO2013 / 161697 JP 2013-199985 A

  In this type of automatic transmission gear fastening mechanism, as shown in Patent Document 1, when hydraulic pressure is supplied to the piston chamber and the piston rod moves, the splines of the sleeves connected thereto scrape the blocking splines, Further forward, the dog teeth of the transmission gear are scraped, and further forwardly coupled integrally with the dog teeth and in-gear, the gear stage, for example, the first speed is established.

In order to put the spool in the in-gear state, the following equation must be satisfied.
Ttotal = Ti-Tst-Tr> 0
Here, Ttotal: necessary total torque, Ti: scraping torque by sleeve thrust, Tst: dog tooth holding torque, Tr: resistance torque against scraping.

  At this time, since the viscosity is high when the hydraulic oil is in a low temperature state, the drag torque of the clutch increases when the sleeve is in-geared. Therefore, in order to in-gear at low temperatures, it is necessary to increase the thrust when in-gearing or to reduce the amount of lubricating oil in order to reduce the drag torque of the clutch.

  In that case, when using an engine-driven oil pump, an increase in thrust will reduce fuel consumption because it will worsen fuel consumption. It is desirable to limit it to the limit. On the other hand, an increase in clutch drag torque when the hydraulic oil is in a low temperature state is particularly troublesome when the vehicle starts.

  The present invention solves the above-described problems, and reduces the amount of lubricating oil with respect to the lubricating system when the vehicle starts to suppress the generation of drag torque in the clutch, and thus the vehicle starting performance and the lubricating oil to the lubricating system are reduced. It is an object to provide a hydraulic pressure supply device for an automatic transmission that effectively balances supply.

In order to solve the above-described problem, in claim 1, the input shaft (14, 16) connected to the drive source (10) mounted on the vehicle (1) via the wet clutch (24, 26). , 20, 22), an output shaft (28) disposed parallel to the input shaft, a plurality of transmission gears (32,...) Disposed between the input shaft and the output shaft, A gear fastening mechanism (60) capable of establishing any one of a plurality of shift stages by fastening any of a plurality of transmission gears to the input shaft or the output shaft, and hydraulic oil discharged from an oil pump (70c) A first pressure regulating valve (70d) for regulating the pressure to a line pressure and a first solenoid valve (70ma, 70na) are provided, and when the first solenoid valve is demagnetized, the pressure is regulated by the first pressure regulating valve. The clutch (24, 26) A switching valve (70m, 70n) for output toward the plurality of gear fastening mechanisms (60) and a second solenoid valve (70oa, 70pa, 70qa) disposed downstream of the plurality of switching valves. The hydraulic pressure output from the switching valve (70m, 70n) according to the excitation / demagnetization of the second solenoid valve (70oa, 70pa, 70qa) is selectively selected from any of the plurality of gear fastening mechanisms (60). And when one of the second solenoid valves (70 pa) is energized, it is possible to establish the maximum gear position in the gear ratio among the plurality of gear speeds of the plurality of selection valves. A plurality of selection valves (70o, 70p, 70q) including a selection valve (70p) capable of supplying hydraulic pressure to the gear fastening mechanism (60), and a lubricating portion of the clutch Connecting the lubricating system (70u) to the first pressure regulating valve (70d) and supplying the hydraulic pressure discharged as lubricating oil to the lubricating system when the first pressure regulating valve regulates the line pressure. And a lubricating valve (70w1) that is disposed in the lubricating oil passage (70v) and a spool (70w1) that is disposed in the lubricating oil passage (70v) and can be displaced according to the applied signal pressure to adjust the amount of the lubricating oil. 70w), the first solenoid valve (70ma, 70na) of the switching valve (70m, 70n) is provided at one end of the spool (70w1) of the lubrication valve (70w). ) Is excited, and the hydraulic pressure is applied to the gear fastening mechanism (60) capable of establishing the maximum gear position in the gear ratio among the plurality of gear speeds of the plurality of selection valves. Can supply And a signal pressure output when one of the second solenoid valves (70pa) of the selection valve (70p) is excited, and the other end of the spool (70w1) of the lubrication valve (70w) The control pressure adjusted from the line pressure is applied.

  In the hydraulic pressure supply device for an automatic transmission according to claim 2, the first and second solenoid valves (70ma, 70na, 70oa, 70pa, 70qa) are excited and activated according to the operating state of the vehicle (1). The control means (74) for controlling demagnetization and the temperature detection means for detecting the temperature of the hydraulic oil, and the control means, when the detected temperature of the hydraulic oil is equal to or lower than a predetermined temperature, 1 solenoid valve (70ma, 70na) and 2nd solenoid valve (70pa) were comprised so that it might excite.

  In the automatic transmission hydraulic pressure supply device according to claim 1, the switching valve (70m, 70n) is provided at one end of the spool (70w1) of the lubrication valve (70w) disposed in the lubricating oil passage (70v). A gear engagement mechanism that can establish a maximum gear position in a gear ratio among a plurality of gear speeds among a plurality of gear speeds of a plurality of selection valves and a signal pressure output when one solenoid valve (70ma, 70na) is excited. 60) and a signal pressure output when one of the second solenoid valves (70pa) of the selection valve (70p) capable of supplying hydraulic pressure is excited, and the spool (70w1) of the lubrication valve (70w) ), The control pressure adjusted from the line pressure is applied to the other end, and the spool is displaced according to the signal pressure applied by the lubrication valve to adjust (decrease) the amount of the lubricating oil. Therefore, when the hydraulic oil is in a low temperature state and the clutch drag torque increases, the amount of lubricating oil can be reduced to reduce the clutch drag torque, and the maximum gear position in the gear ratio can be reduced. It can be established and the vehicle can be started easily.

  On the other hand, since the reduction in the amount of lubricating oil is limited to the case where the maximum gear position is established, there is no shortage of lubricating oil in the lubricating system, so the vehicle start performance and the supply of lubricating oil to the lubricating system are reduced. Can be balanced effectively. In addition, since a new device is not required, the configuration is simple.

  In the hydraulic transmission device for an automatic transmission according to claim 2, excitation and demagnetization of the first and second solenoid valves (70ma, 70na, 70oa, 70pa, 70qa) according to the operating state of the vehicle (1). The control means (74) for controlling the temperature and the temperature detection means for detecting the temperature of the hydraulic oil, and the control means, when the detected temperature of the hydraulic oil is equal to or lower than a predetermined temperature, the first solenoid valve ( 70ma, 70na) and the second solenoid valve (70pa) are configured to be excited. Therefore, in addition to the above-described effects, the maximum gear position in the gear ratio can be obtained even when the clutch drag torque increases when the hydraulic oil is at a low temperature. It is possible to establish the vehicle reliably and start the vehicle easily, and it is possible to more effectively balance the vehicle start performance and the supply of lubricating oil to the lubricating system.

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. It is a circuit diagram which shows the structure of the hydraulic pressure supply circuit of FIG. 1 in detail. It is explanatory drawing which shows the action | operation of the lubrication valve shown in FIG. It is a flowchart which shows operation | movement of the apparatus shown in FIG. 4 is a time chart for explaining the processing 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 view generally showing a hydraulic pressure supply device for an automatic transmission according to an embodiment of the present invention.

  In the following, reference numeral 1 denotes a vehicle, and the vehicle 1 is equipped with an automatic transmission (hereinafter referred to as “transmission”) T. The transmission T is composed of a twin clutch type transmission having eight forward speeds and one reverse speed, and has a range of P, R, N, and D.

  The transmission T includes a second, fourth, sixth, and eighth-speed even-stage input shaft 14 that is connected to a drive shaft 10 a that is connected to a crankshaft of the engine (drive source) 10 via a torque converter 12. In parallel with the even-numbered input shaft 14, there are provided odd-numbered input shafts 16 of 1, 3, 5 and 7 speeds. 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 through gears 14a and 18a, and the odd-stage input shaft 16 is connected to the idle shaft 18 through gears 16a and 18a. The 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-numbered stage input shaft 16 and the first auxiliary input shaft 20 are connected via an odd-numbered first clutch (CL1) 24 to input the rotation of the engine 10 via the first clutch 24, and the even-numbered stage input shaft. 14 and the second auxiliary input shaft 22 are also connected via an even-numbered second clutch (CL 2) 26 and input the rotation of the engine 10 via the second clutch 26.

  The first and second clutches 24 and 26 are both wet multi-plate clutches that operate when supplied with hydraulic oil pressure (hydraulic pressure). The first and second clutches 24 and 26 connect the first and second auxiliary input shafts 20 and 22 to the odd-numbered and even-numbered input shafts 16 and 14 when hydraulic pressure is supplied and engaged (engaged).

  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 is fixed to the second-numbered second-side input shaft 20. 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 are fixed to the auxiliary input shaft 22.

  The output shaft 28 includes a 1-2 speed driven gear 48 that meshes with the 1st speed drive gear 32 and the 2nd speed drive gear 40, and a 3-4 speed driven gear 50 that meshes with the 3rd speed drive gear 34 and the 4th speed drive gear 42. A 5-6 speed driven gear 52 that meshes with the 5th speed drive gear 36 and the 6th speed drive gear 44 and a 7-8 speed driven gear 54 that meshes with the 7th speed drive gear 38 and the 8th speed drive gear 46 are fixed.

  The idle shaft 18 rotatably supports an RVS (reverse) idle gear 56 that meshes with a 1-2 speed driven gear 48 fixed to the output shaft 28. The idle shaft 18 and the RVS idle gear 56 are connected via an RVS clutch 58. Similar to the first and second clutches 24 and 26, the RVS clutch 58 is a wet multi-plate clutch that operates by being supplied with hydraulic pressure.

  A 1-3 speed gear fastening mechanism 60 (1-3) for selectively fastening (fixing) the 1st speed drive gear 32 and the 3rd speed drive gear 34 to the first auxiliary input shaft 20 on the odd-stage input shaft 16; A 5-7 speed gear fastening mechanism 60 (5-7) for selectively fastening (fixing) the high speed drive gear 36 and the 7th speed drive gear 38 to the first auxiliary input shaft 20 is disposed.

  A 2-4 speed gear fastening mechanism 60 (2-4) for selectively fastening (fixing) the 2nd speed drive gear 40 and the 4th speed drive gear 42 to the second auxiliary input shaft 22 on the even-stage input shaft 14; A 6-8 speed gear fastening mechanism 60 (6-8) for selectively fastening (fixing) the high speed drive gear 44 and the eighth speed drive gear 46 to the second auxiliary input shaft 22 is disposed. The four gear fastening mechanisms are collectively referred to by reference numeral 60.

  Although not shown in the drawings, in the four gear fastening mechanisms 60, two piston chambers corresponding to the corresponding speed stages are arranged to face each other, and are connected by a common piston rod (piston), respectively. The target speed stage is established by supplying hydraulic pressure to the piston chamber. For example, in the case of the 1-3 speed gear fastening mechanism 60 (1-3), to establish the 3rd speed, the hydraulic pressure is supplied to the 3rd speed piston chamber. Configured to do.

  A shift fork is connected to these piston rods. The shift fork is fixed to the fork shaft, and a detent is drilled on the fork shaft at a position corresponding to the center neutral position and the left and right in-gear (fastened or engaged) positions. In some cases, it is configured to be held in detents and eliminate the need for hydraulic supply.

  The shift fork is connected to an annular sleeve, and has a hub splined to the first and second auxiliary input shafts 20 and 22 so as to be movable in the axial direction on the inner peripheral side of the sleeve. When the hub moves in the axial direction from the center neutral position, the hub engages with the dog teeth of the corresponding drive gear 32, 34, 36, 38, 40, 42, 44, 46 via a synchronizer ring or the like. 32 and the like are configured to be fastened to the first and second auxiliary input shafts 20 and 22.

  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 described above.

  During reverse travel, the driving force of the engine 10 is output to the output shaft 28 via the even-numbered input shaft 14, the gear 14 a, the gear 18 a, the idle shaft 18, the RVS clutch 58, the RVS idle gear 56, and the 1-2 speed driven gear 48. Is transmitted to. The output shaft 28 is connected to a differential mechanism 64 via a gear 62, and the differential mechanism 64 is connected to a wheel (drive wheel) 68 via a drive shaft 66. The vehicle 1 is indicated by wheels 68 or the like.

  All of the gear fastening mechanisms 60 operate by being supplied with hydraulic pressure (shift force). In order to supply hydraulic pressure (shift force) to the gear fastening mechanism, the first and second clutches 24 and 26, and the RVS clutch 58, a hydraulic pressure supply circuit 70 is provided.

  FIG. 2 is a circuit diagram showing in detail the configuration of the hydraulic pressure supply circuit 70, and FIG. 3 is an explanatory diagram showing the operation of the lubrication valve shown in FIG.

  First, referring to FIG. 2, in the hydraulic pressure supply circuit 70, the hydraulic oil pumped up by the oil pump (oil feed pump) 70c from the reservoir (oil pan formed in the lower part of the transmission case) 70a through the strainer 70b. The discharge pressure (hydraulic pressure) of ATF is regulated (decreased) to the line pressure by a line pressure regulating valve (regulator valve, first regulating valve) 70d and supplied to the oil passage 70e.

  Although not shown, the oil pump 70c is connected to the pump impeller 12b of the torque converter 12 via a gear, and is configured to be driven by the engine 10 to operate.

  The oil passage 70e downstream of the line pressure regulating valve 70d is branched and connected to a branch oil passage 70e1, and a control pressure (MOD pressure) regulating valve 70x is disposed in the branch oil passage 70e1. The control pressure regulating valve 70x reduces the line pressure to generate a control pressure (MOD pressure).

  The line pressure regulated by the line pressure regulating valve 70d is passed through an oil passage 70e through first to fifth linear solenoid valves (electromagnetic pressure regulating valves), that is, a valve (LSA) 70f, a valve (LSB) 70g, a valve ( LSC) 70h, valve (LSD) 70i, and valve (LSE) 70j. The control pressure (MOD pressure) regulated by the control pressure regulating valve 70x is sent to the input port of the sixth linear solenoid valve (LSF) (electromagnetic pressure regulating valve) 70k.

  The first to fifth linear solenoid valves 70f to 70j are pressure regulating valves (electromagnetic pressure regulating valves), and when the solenoid is energized, the spool is moved in proportion to the energization amount, input from the input port, and output from the output port. It has a characteristic of changing the hydraulic pressure (output pressure) to be linear, and is configured as an N / C (normal / closed) type in which the spool moves to the open position when energized.

  The characteristics of the sixth linear solenoid valve (LSF) 70k are different from the other first to fifth linear solenoid valves, and the output hydraulic pressure when demagnetized is maximum and decreases when energized. It is configured as an N / O (normal / open) type in which the output hydraulic pressure decreases as the energization amount increases.

  The hydraulic pressure sent to the first linear solenoid valve (LSA) 70f is adjusted to the clutch pressure (supply pressure to the first clutch (CL1) 24 for odd-numbered stages), and is output from the output port. The hydraulic pressure sent to the linear solenoid valve (LSB) 70g is also regulated to the clutch pressure (supply pressure to the second clutch (CL2) 26 for even-numbered stages) and output from the output port.

  The hydraulic pressure sent to the third linear solenoid valve (LSC) 70h is regulated to a gear fastening pressure (supply pressure to the gear fastening mechanism 60), and is output from the output port, and the fourth linear solenoid valve (LSD). The hydraulic pressure sent to 70i is also adjusted to the gear engagement pressure and output from the output port.

  The hydraulic pressure sent to the fifth linear solenoid valve (LSE) 70j is adjusted to the control (supply) pressure of the torque converter 12, and is output from the output port and sent to the sixth linear solenoid valve (LSF) 70k. The hydraulic pressure is applied as a signal pressure to the spool of the line pressure regulating valve 70d, so that the line pressure output from the output port of the line pressure regulating valve 70d is regulated to the indicated pressure.

  An odd-numbered clutch shift valve (switching valve) 70m is disposed downstream of the first and third linear solenoid valves (LSA) 70f and (LSC) 70h. The odd-numbered clutch shift valve 70m includes input ports i1, i2, i3 and output ports o1, o2, o3, o4. The input port i1 is connected to the output port of the first linear solenoid valve 70f, the input port i2 is connected to the output port of the third linear solenoid valve 70h, and the input port i3 is connected to the oil passage 70e.

  An even-numbered clutch shift valve (switching valve) 70n is disposed downstream of the second and fourth linear solenoid valves (LSB) 70g and (LSD) 70i. The even-numbered clutch shift valve 70n includes input ports i1, i2, i3 and output ports o1, o2, o3, o4. The input port i1 is connected to the output port of the second linear solenoid valve 70g, the input port i2 is connected to the output port of the fourth linear solenoid valve 70i, and the input port i3 is the output port o3 of the odd-numbered clutch shift valve 70m. Connected to.

  Three servo shift valves (selection valves) downstream of the odd-numbered clutch shift valve 70m and the even-numbered clutch shift valve 70n, specifically, the first servo shift valve (A) 70o and the second servo shift valve (B ) 70p and a third servo shift valve (C) 70q.

  The first servo shift valve (A) 70o includes input ports i1, i2, i3 and output ports o1, o2, o3, o4, o5.

  The second servo shift valve (B) 70p includes input ports i1, i2 and output ports o1, o2, o3, o4, and the third servo shift valve (C) 70q includes input ports i1, i2, i3, i4 and output ports o1, o2, o3, o4, and o5.

  In the odd-numbered clutch shift valve 70m, the output port o1 is connected to the first clutch 24, the output port o2 is connected to the input port i2 of the first servo shift valve 70o, and the output port o3 is connected to the even-numbered clutch shift valve as described above. It is connected to the input port i3 of 70n.

  In the even-numbered clutch shift valve 70n, the output port o1 is connected to the second clutch 26, the output port o2 is connected to the input port i1 of the first servo shift valve 70o, and the output port o3 is connected to the input port i3 of the first servo shift valve 70o. The

  In the first servo shift valve 70o, the output port o1 is the input port i1 of the third servo shift valve 70q, the output port o2 is the input port i2 of the third servo shift valve 70q, and the output port o3 is the second servo shift valve 70p. The input port i1 and the output port o4 are connected to the input port i2 of the second servo shift valve 70p.

  In FIG. 2, the numbers 1 to 8 above the second and third servo shift valves 70p and 70q indicate the piston chamber at the speed stage of the gear fastening mechanism 60. In the second servo shift valve 70p, the output port o1 is 6- The output port o2 is connected to the 8-speed piston chamber of the 8-speed gear fastening mechanism 60 (6-8) and the output port o3 is connected to the 1-3 speed gear fastening mechanism 60 (1-3). The output port o4 is connected to the first speed piston chamber.

  In the third servo shift valve 70q, the output port o1 is in the 2nd speed piston chamber of the 2-4 speed gear engaging mechanism 60 (2-4), the output port o2 is in the 4th speed piston chamber, and the output port o3 is in the 5-7th speed. The output port o4 is connected to the fifth speed piston chamber of the gear fastening mechanism 60 (5-7), and the output port o5 is connected to the RVS clutch 58.

  The odd-numbered and even-numbered clutch shift valves 70m and 70n and the first to third servo shift valves 70o, 70p and 70q are each provided with a shift valve (electromagnetic control valve; first and second solenoid valves). That is, the odd-numbered clutch shift valve 70m includes a shift valve (SHA) 70ma, the even-numbered clutch shift valve 70n includes a shift valve (SHB) 70na, and the first to third servo shift valves 70o, 70p, and 70q shift. Valves (SHC) 70oa, (SHD) 70pa, (SHE) 70qa are provided.

  The five shift valves (SHA) 70ma, (SHB) 70na, (SHC) 70oa, (SHD) 70pa, (SHE) 70qa are all on / off solenoid valves (hydraulic control valves (electromagnetic control valves)), and are controlled. The control pressure (MOD pressure) regulated by the pressure regulating valve 70x is inputted, and when the solenoid is energized (excited), the plunger retreats and the inputted control pressure is outputted as a signal pressure, and thus the corresponding valve 70m. , 70n, 70o, 70p, and 70q are configured to move.

  Specifically, in the odd-numbered and even-numbered clutch shift valves 70m and 70n, the input port is predetermined according to the demagnetization / excitation of the solenoids of the shift valves (SHA) 70ma and (SHB) 70na (spool movement by signal pressure). Configured to be connected to the output port.

  More specifically, the odd-numbered and even-numbered clutch shift valves 70m and 70n have an input port corresponding to the movement of the spool by the signal pressure when the solenoids of the shift valves (SHA) 70m and (SHB) 70na are excited. When the input port is demagnetized, the input port is connected to a different right output port, so that the first linear solenoid valve (LSA) 70f or the second linear solenoid valve (LSB) 70g The adjusted hydraulic pressure is supplied to the first clutch 24 or the second clutch 26, and the hydraulic pressure adjusted by the third linear solenoid valve (LSC) 70h or the fourth linear solenoid valve (LSD) 70i is the servo shift valve. Configured to be supplied to 70o.

  Also, in the first to third servo shift valves 70o, 70p, 70q, the demagnetization / excitation of the solenoids of the corresponding shift valves (SHC) 70oa, (SHD) 70pa, (SHE) 70qa (spool movement by signal pressure) The input port is connected to a predetermined output port according to the condition. Specifically, when energized, the input port is connected to the left output port in the figure and demagnetized according to the movement of the spool by the signal pressure. When the input port is configured to be connected to a different right output port.

  In addition to the above, a backup oil passage is formed in preparation for failure of the third and fourth linear solenoid valves (LSC) 70h and (LSD) 70i. That is, when the solenoids of the shift valves (SHA) 70ma and (SHB) 70na are excited, the input port is connected to one of the first to third servo shift valves 70o, 70p, and 70q via the backup oil passage. The hydraulic pressure adjusted by the first linear solenoid valve (LSA) 70 f or the second linear solenoid valve (LSB) 70 g is supplied to the gear fastening mechanism 60.

  In the odd-numbered clutch shift valve 70m, when the solenoid of the shift valve (SHA) 70ma is excited, the output port o4 is connected to the input port i3 of the third servo shift valve 70q, and the shift valve 70qa When the solenoid is energized, the input port i3 is connected to the output port o4, so that the clutch hydraulic pressure regulated by the first linear solenoid valve (LSA) 70f is the 5-7 speed gear engaging mechanism 60 (5-7). The 5th speed piston chamber is supplied as a backup so that the 5th speed can be established.

  Similarly, in the even-numbered clutch shift valve 70n, when the solenoid of the shift valve (SHB) 70na is excited, the output port o4 is connected to the input port i3 of the first servo shift valve 70o, and the shift valve (SHC) When the 70 oa solenoid is energized, the input port i3 is connected to the output port o5. The output port o5 of the first servo shift valve 70o is connected to the input port i1 of the second servo shift valve 70p.

  When the solenoid of the shift valve (SHD) 70pa of the second servo shift valve 70p is excited, the input port i1 is connected from the output port o1 to the 8-speed piston chamber, while the shift valve (SHD) of the second servo shift valve 70p is connected. ) When the 70pa solenoid is demagnetized, the input port i1 is connected from the output port o2 to the 6th speed piston chamber, so that the clutch hydraulic pressure regulated by the second linear solenoid valve (LSB) 70g is engaged with the 6th-8th gear. The 6th speed piston chamber and the 8th speed piston chamber of the mechanism 60 (6-8) are supplied as a backup so that the 6th speed and the 8th speed are established.

  Further, the control of the lockup clutch (LC) 12d of the torque converter 12 will be described. The LC control valve 70s is controlled by the line pressure of the oil passage 70e according to the control pressure adjusted by the fifth linear solenoid valve (LSE) 70j. More specifically, the hydraulic pressure reduced from the line pressure) is sent to the LC shift valve 70t.

  The signal pressures of the shift valves (SHA) 70ma and (SHB) 70na disposed in the odd-numbered and even-numbered clutch shift valves 70m and 70n are applied to the spool of the LC shift valve 70t. That is, the signal pressure when the shift valves (SHA) 70ma and (SHB) 70na are excited is applied to the spool of the LC shift valve 70t, and the hydraulic pressure is supplied to the lockup clutch (LC) 12d of the torque converter 12. The exhaust is controlled, and the on / off thereof is controlled.

  More specifically, when either or both of the shift valve (SHA) 70ma and (SHB) 70na are excited, the LC shift valve 70t is controlled to the LC off position, and the line pressure is controlled by the LC control valve 70s. It is supplied to the back pressure chamber 12d1 of the lockup clutch 12d through the path 12e, and the lockup clutch 12d is controlled to the off (release) position.

  On the other hand, when both the shift valves (SHA) 70ma and (SHB) 70na are demagnetized, the LC shift valve 70t is controlled to the LC on position, and the line pressure from the LC control valve 70s passes through the oil passage 12f and the lockup clutch 12d. Is supplied to the internal pressure chamber 12d2, and the lockup clutch 12d is turned on (fastened). The engagement amount of the lockup clutch 12d is adjusted by the LC off position of the LC shift valve 70t determined by the control pressure.

  The hydraulic pressure supply circuit 70 includes lubrication (necessary) portions of the first and second clutches 24 and 26, and the first-speed drive gears 32,. . Is connected to a lubrication system 70u consisting of a lubrication (necessary) part of the transmission gear and the gear fastening mechanism 60 and the line pressure regulating valve 70d, and discharged when the line pressure regulating valve 70d regulates the line pressure. A lubricating oil passage 70v capable of supplying hydraulic pressure as lubricating oil to the lubricating system 70u and a lubricating valve 70w disposed in the lubricating oil passage 70v are provided.

  The lubrication valve 70w includes a spool 70w1 that can be displaced according to the applied signal pressure to adjust the amount of lubricating oil, and has a shift valve (SHB) of the even-numbered clutch shift valve 70n at one end (the left end in the figure). ) 70na and the output of the shift valve (SHD) 70pa of the second servo shift valve 70p are connected.

  More specifically, at one end of the spool 70w1 of the lubrication valve 70w, the signal pressure when the shift valve (SHB) 70na of the even-numbered clutch shift valve 70n is excited and the shift valve (SHD) of the second servo shift valve 70p. The signal pressure when 70 pa is excited is applied, and the spool 70w1 is biased to the other end side.

  A control pressure (MOD pressure) is applied to the other end (right end in the drawing) of the spool 70w1 of the lubrication valve 70w, and the spool 70w1 is connected to the other end (shown in FIG. 3) in cooperation with a spring 70w2 (shown in FIG. 3). Energize to the side.

  In this way, the lubrication valve 70w is excited by the signal pressure when the shift valve (SHB) 70na of the even-numbered clutch shift valve 70n acting on one end is excited and the shift valve (SHD) 70pa of the second servo shift valve 70p. It is comprised so that it may operate | move by the balance of the signal pressure at the time of being performed, and the control pressure (MOD pressure) (and spring pressure) applied to the other end.

  FIG. 3 is an explanatory view showing the operation of the lubrication valve 70w. When the shift valve (SHB) 70na and (SHD) 70pa are not excited as shown in FIG. Since the signal pressure does not occur (or is weak), the control pressure (MOD pressure) (and spring pressure) overcomes and the spool 70w1 moves to the fully open position on one end side, and the hydraulic pressure (hydraulic fluid) flows through the lubricating oil passage 70v. Is discharged as a lubricating oil into the lubricating system 70u.

  On the other hand, as shown in FIG. 5B, when both the shift valves (SHB) 70na and (SHD) 70pa are excited, the signal pressure completely overcomes the control pressure and the spool 70w1 moves to the fully closed position on the other end side. However, the entire hydraulic pressure flowing through the lubricating oil passage 70v is cut off and is not supplied as lubricating oil to the lubricating system 70u.

  Further, as shown in FIG. 5C, when only the shift valve (SHB) 70na is excited, the signal pressure partially overcomes the control pressure, and the spool 70w1 moves to the half-open position on the other end side, and the lubricating oil passage For example, half of the hydraulic pressure flowing through 70v is supplied to the lubricating system 70u as lubricating oil.

  Thus, the signal pressure and the MOD pressure are set so that the lubrication valve 70w is in the operating state shown in FIGS. 3 (a), 3 (b), and 3 (c).

  Returning to the description of FIG. 1, the transmission T includes a shift controller (control means) 74. The shift controller 74 is configured as an ECU (Electronic Control Unit) including a microcomputer including a CPU, a ROM, a RAM, and the like. In order to control the operation of the engine 10, an engine controller 76 composed of an electronic control unit similarly provided with a microcomputer is provided.

  The shift controller 74 is configured to be able to communicate with the engine controller 76 and acquires information such as the engine speed NE, the throttle opening TH, and the accelerator opening AP from the engine controller 76.

  In the vicinity of the idle shaft 18, the first sub input shaft 20, the second sub input shaft 22, and the output shaft 28 of the transmission T, first, second, third, and fourth rotation speed sensors 82, 84, 86, 90 are provided. Are arranged, respectively, from the rotation of the idle shaft 18 to the signal indicating the input rotation speed NM of the transmission T, the signal indicating the rotation speed of the first and second auxiliary input shafts 20 and 22, and the rotation speed of the output shaft 28 ( A signal indicating the output rotation speed) NC (in other words, the vehicle speed V) of the transmission T is output.

  In the hydraulic pressure supply circuit 70 (FIG. 2), an oil path connecting the output port o1 of the odd-numbered clutch shift valve 70m and the first clutch 24, and an oil path connecting the output port o1 of the even-numbered clutch shift valve 70n and the second clutch 26. Are provided with hydraulic pressure sensors 94 and 96 for outputting a signal indicating the pressure (hydraulic pressure) of the hydraulic fluid ATF supplied to the first and second clutches 24 and 26.

  In addition, a range selector position sensor 100 is disposed in the vicinity of a range selector (not shown) disposed in the driver's seat of the vehicle 1, and driving among the ranges indicated as P, R, N, and D on the range selector. A signal indicating the range operated (selected) by the user is output.

  Further, a stroke sensor 102 is disposed in the vicinity of the sleeve of the gear fastening mechanism 60, and a signal corresponding to the operating state of the piston rod that establishes the speed stage through the displacement between the neutral position and the in-gear (fastening) position of the sleeve. Is output.

  A temperature sensor (temperature detection means) 104 is provided at an appropriate position of the reservoir 70a, and outputs a signal corresponding to the temperature (oil temperature) TATF of the hydraulic oil ATF.

  All outputs from these sensors are input to the shift controller 74. The shift controller 74 excites and demagnetizes the linear solenoid valve (LSA) 70f and the like and engages the first and second clutches 24 and 26 with the gears based on the output of the sensors and information obtained by communicating with the engine controller 76. The operation of the transmission T is controlled by controlling the operation of the mechanism 60.

  That is, when the driver selects the D range, the shift controller 74 supplies hydraulic pressure to one of the gear fastening mechanisms 60 corresponding to the next gear position, so that the first and second auxiliary input shafts 20 and 22 The first and second auxiliary inputs are engaged (engaged and pre-shifted) in advance, and then the hydraulic pressure is discharged from one of the first and second clutches 24 and 26 on the side corresponding to the current gear position. The hydraulic pressure is supplied to the other one of the first and second clutches 24 and 26 on the side corresponding to the sub-input shaft corresponding to the next shift stage of the shafts 20 and 22, and the even-stage input shaft 14 or the odd-stage input shaft 16 is supplied. The gear is shifted by being fastened (engaged).

  Shifting is basically performed alternately between odd-numbered stages (1, 3, 5, 7th speed) and even-numbered stages (2, 4, 6, 8th speed). As described above, the piston rod of the gear fastening mechanism 60 is connected to the fork shaft via the shift fork, and the fork shaft is provided with a detent mechanism having a concavo-convex surface, and either one of the opposite gear stages or When driven to the neutral position in the meantime, the shift fork engages with the recess of the detent mechanism, so that even if the supply of hydraulic pressure is stopped, the shift fork is configured to be held at the driven position.

  When the P or N range is selected by the driver, the shift controller 74 stops (turns off) energization of the linear solenoid valves (LSA) 70f and (LSB) 70g, while the shift valve (SHA) 70ma. , (SHB) 70 na is energized (turned on) to establish the P or N range.

  Further, when the R range is selected by the driver, the energization to the linear solenoid valve (LSA) 70f is stopped (off) while the energization (ON) to the (LSB) 70g and the shift valve (SHA) 70ma. Is stopped, and the shift valve (SHB) 70na, (SHE) 70qa is energized, so that the output port o4 of the even-numbered clutch shift valve 70n is input to the third servo shift valve 70q via an oil passage (not shown). Connected to the port i4 and the output port o5, the hydraulic pressure is supplied through the route, the RVS clutch 58 is engaged, and the R range is established.

  Next, the operation of the apparatus according to this embodiment will be described.

  FIG. 4 is a flow chart showing the operation, and FIG. 5 is a time chart for explaining the processing of the flow chart of FIG. The program of the flowchart of FIG. 4 is activated when the engine 10 is in the non-traveling range state when the engine 10 is started.

  In the following, first, in S10 (S: processing step), it is determined whether or not the bit of the flag F is set to 1.

  Since the initial value of the flag F bit is set to 0, in the first program loop, the determination in S10 is generally denied and the process proceeds to S12, and the engine speed NE obtained through communication with the engine controller 76 is the complete explosion speed. It is determined whether or not NEF is exceeded.

  When the result in S12 is negative, the subsequent processing is skipped, while when the result is positive, the process proceeds to S14, and whether the temperature (oil temperature) TATF of the hydraulic oil ATF detected from the output of the temperature sensor 104 is equal to or lower than a predetermined temperature TATFL. Judge. The predetermined temperature TATFL is set to a relatively low temperature, for example, −10 ° C. Instead of the output of the temperature sensor 104, the engine coolant temperature TW may be acquired from the engine controller 76 and used.

  When the result in S14 is negative, the subsequent processing is skipped, while when the result is positive, the process proceeds to S16, and the solenoid of the shift valve (SHB) 70na of the even-numbered clutch shift valve 70n is turned on (excited).

  In order to prevent the engine 10 from stalling and erroneous start at the time of starting, the shift valve (SHA) 70ma, 70na of the shift valve (SHA) 70ma, 70na, which is not involved in starting at the first speed, is released in order to prevent erroneous start. (SHB) The 70na solenoid is turned on.

  Referring to the time chart of FIG. 5, when it is detected that the engine speed NE exceeds the complete explosion speed NEF at time t1, the solenoid of the shift valve (SHB) 70na is turned on.

  Next, in S18, the solenoid of the shift valve (SHD) 70pa of the second servo shift valve 70p is turned on (excited). That is, the instruction line pressure is increased at time t2 in the time chart of FIG. 5, and the solenoid of the shift valve (SHD) is turned on.

  Next, in S20, the bit of the flag F is set to 1. If the determination at S10 is affirmative, the processing from S12 to S20 is skipped.

  Next, in S22, when the driver operates the travel range, that is, operates the D range, the first speed of the piston (piston rod) of the 1-3 speed gear fastening mechanism 60 (1-3) is output from the output of the stroke sensor 102. It is determined whether or not the movement to the in-gear position is completed.

  When the result in S22 is negative, the subsequent processing is skipped. When the result is affirmative, the process proceeds to S24, and the solenoids of the shift valve (SHB) 70na and (SHD) 70pa are turned off (time in FIG. 5 time chart). t3) The process proceeds to S26, and the bit of the flag F is reset to 0.

  As shown in the time chart of FIG. 5, the amount of lubricating oil can be reduced between the times t2 and t3 by performing the above-described processing, so that the first and second clutches 24 and 26 are started when the vehicle 1 starts. In particular, the generation of drag torque in the first clutch 24 can be suppressed, and the vehicle 1 can be started easily.

  As described above, in this embodiment, the input shafts (14, 16) connected to the drive source (engine 10) mounted on the vehicle 1 via the wet clutches (first and second clutches 24, 26). , 20, 22), an output shaft 28 disposed parallel to the input shaft, and a plurality of transmission gears 32,. . A gear fastening mechanism 60 that can fasten any one of the plurality of transmission gears to the input shaft or the output shaft to establish any of a plurality of gears, and pressure of hydraulic oil discharged from the oil pump 70c. And a first solenoid valve (shift valves 70ma, 70na), and when the first solenoid valve is demagnetized, the first pressure regulation valve (line pressure regulation valve 70d) is regulated. A switching valve (odd-numbered and even-numbered clutch shift valves 70m, 70n) for outputting the line pressure regulated by the pressure valve toward the clutch (24, 26) and the plurality of gear fastening mechanisms (60); More specifically, when the first solenoid valve is energized, the lock-up clutch 12d of the torque converter 12 can be released and when the demagnetization is performed. A switching valve (odd-numbered and even-numbered clutch shift valve 70m) that outputs the line pressure regulated by the first pressure regulating valve toward the clutches (24, 26) and the plurality of gear fastening mechanisms (60). , 70n) and second solenoid valves (first to third servo shift valves 70oa, 70pa, 70qa) disposed downstream of the plurality of switching valves, and the second solenoid valves (70oa, 70pa, 70qa). ) Is selectively supplied to any one of the plurality of gear fastening mechanisms (60) according to the excitation / demagnetization of the second solenoid valve. When one (70 pa) is excited, it is possible to establish the maximum shift speed in the gear ratio among the plurality of shift speeds of the plurality of selection valves. A plurality of selection valves (70o, 70p, 70q) including a selection valve (70p) capable of supplying hydraulic pressure to the fastening mechanism (60), a lubrication system 70u including a lubrication part of the clutch, and the first pressure regulating valve (70d) and a lubricating oil passage 70v that can be supplied to the lubricating system 70u using the discharged hydraulic pressure discharged when the first pressure regulating valve regulates the line pressure as the lubricating oil, and the lubricating oil passage 70v In the hydraulic pressure supply device of the automatic transmission T, the lubricating valve 70w is provided with a lubricating valve 70w provided with a spool 70w1 that is arranged in accordance with the applied signal pressure and can adjust the amount of the lubricating oil. The signal pressure output when the first solenoid valve (70ma, 70na) of the switching valve (70m, 70n) is excited at one end of the spool 70w1 and the plurality of selections The hydraulic pressure can be supplied to a gear fastening mechanism (1-3 speed gear fastening mechanism 60 (1-3)) capable of establishing the maximum speed (first speed) among the plurality of speed stages among the valves. And a signal pressure output when one of the second solenoid valves (70pa) of the selection valve (70p) is excited, and the other end of the spool 70w1 of the lubrication valve 70w is applied to the other end of the spool 70w1. Since the control pressure (MOD pressure) to be adjusted is applied, the spool 70w1 can be displaced according to the signal pressure applied by the lubrication valve 70w to adjust (decrease) the amount of lubricating oil. Therefore, when the drag torque of the clutches 24, 26 increases when the hydraulic oil is at a low temperature, the drag torque of the clutches 24, 26 can be reduced by reducing the amount of the lubrication oil. Thus, the maximum gear position (first speed) can be established and the vehicle 1 can be started easily.

  On the other hand, since the reduction in the amount of lubricating oil is limited to the case where the maximum gear position is established, there is no shortage of lubricating oil in the lubricating system 70u, and therefore the starting performance of the vehicle 1 and the lubricating oil to the lubricating system are not affected. Supply can be effectively balanced. In addition, since a new device is not required, the configuration is simple.

  Further, the control means (shift controller 74) for controlling the excitation / demagnetization of the first and second solenoid valves (70ma, 70na, 70oa, 70pa, 70qa) according to the driving state of the vehicle (1), and the operation Temperature detecting means (temperature sensor 104) for detecting the temperature of the oil, and when the detected temperature of the hydraulic oil is equal to or lower than a predetermined temperature, the control means is provided with the first solenoid valve (70ma, 70na). And the second solenoid valve (70 pa) are excited (S14, S16). In addition to the above-described effects, when the hydraulic oil is at a low temperature and the clutch drag torque increases, the maximum gear position in the gear ratio is obtained. Thus, the vehicle 1 can be started easily and the start performance of the vehicle 1 and the supply of lubricating oil to the lubrication 70u can be more effectively controlled. It is possible to Nsu.

  In the above description, the twin clutch type transmission is not limited to the configuration shown in the drawing, and may be any configuration as long as it includes the above-described gear fastening mechanism.

  T transmission (automatic transmission), 1 vehicle, 10 engine (drive source), 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, 48, 50, 52, 54 driven gear, 56 RVS idle gear, 58 RVS clutch, 60 gear fastening mechanism, 68 wheels (drive wheels), 70 hydraulic supply circuit, 70c oil pump, 70e oil passage, 70f, 70g, 70h, 70i, 70j, 70k linear solenoid valve (electromagnetic) Pressure regulating valve), 70m odd-numbered clutch shift valve (switching valve), 70n even-numbered clutch shift valve ( Switching valve), 70o, 70p, 70q servo shift valve (selection valve), 70ma, 70na, 70oa, 70pa, 70qa shift valve (electromagnetic control valve; first and second solenoid valves), 70u lubrication system, 70v lubrication oil passage , 70w Lubrication valve, 74 Shift controller (control means), 76 Engine controller, 94, 96 Hydraulic sensor, 102 Stroke sensor, 104 Temperature sensor

Claims (2)

  An input shaft (14, 16, 20, 22) connected via a wet clutch (24, 26) to a drive source (10) mounted on the vehicle (1), and an output arranged in parallel with the input shaft A shaft (28), a plurality of transmission gears (32,...) Disposed between the input shaft and the output shaft, and any one of the plurality of transmission gears are fastened to the input shaft or the output shaft. A gear fastening mechanism (60) capable of establishing any of a plurality of shift stages, a first pressure regulating valve (70d) for regulating the pressure of hydraulic oil discharged from the oil pump (70c) to a line pressure, A first solenoid valve (70ma, 70na) is provided, and when the first solenoid valve is demagnetized, the line pressure regulated by the first pressure regulating valve is used as the clutch (24, 26) and the plurality of gears. Output to the fastening mechanism (60) A switching valve (70m, 70n) and a second solenoid valve (70oa, 70pa, 70qa) are arranged downstream of the plurality of switching valves, and the second solenoid valve (70oa, 70pa, 70qa) is excited. The hydraulic pressure output from the switching valve (70m, 70n) according to demagnetization is selectively supplied to one of the plurality of gear fastening mechanisms (60), and one of the second solenoid valves (70pa). Is selected, a selection valve (70p) capable of supplying hydraulic pressure to a gear fastening mechanism (60) capable of establishing a maximum gear position in a gear ratio among the plurality of gear speeds among the plurality of selection valves. ) Including a plurality of selection valves (70o, 70p, 70q), a lubrication system (70u) including a lubrication portion of the clutch, and the first pressure regulating valve (70d) Are connected to the lubricating oil passage (70v) and the lubricating oil passage (70v), which can be supplied to the lubricating system using the discharged hydraulic pressure discharged when the first pressure regulating valve regulates the line pressure as the lubricating oil. In a hydraulic pressure supply device for an automatic transmission (T) including a lubrication valve (70w) having a spool (70w1) that is arranged and displaced according to a signal pressure to be actuated to adjust the amount of the lubricating oil. The signal pressure output when the first solenoid valve (70ma, 70na) of the switching valve (70m, 70n) is excited at one end of the spool (70w1) of the lubrication valve (70w), and the plural Of the second solenoid valve of the selection valve (70p) capable of supplying hydraulic pressure to the gear fastening mechanism (60) capable of establishing the maximum speed in the gear ratio among the plurality of speeds of the selection valves. And a signal pressure output when one (70 pa) is excited, and a control pressure adjusted from the line pressure is applied to the other end of the spool (70w1) of the lubrication valve (70w). A hydraulic pressure supply device for an automatic transmission, characterized in that it is configured as described above.   Control means (74) for controlling excitation / demagnetization of the first and second solenoid valves (70ma, 70na, 70oa, 70pa, 70qa) according to the driving state of the vehicle (1), and the temperature of the hydraulic oil. Temperature control means for detecting, and the control means, when the detected temperature of the hydraulic oil is equal to or lower than a predetermined temperature, the first solenoid valve (70ma, 70na) and the second solenoid valve (70pa). The hydraulic pressure supply device for an automatic transmission according to claim 1, wherein:

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