JP2759981B2 - Hydraulic control device for automatic transmission - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to a hydraulic control device for an automatic transmission having a lock-up function. The present invention is effective for an automatic transmission used for an automatic vehicle.

[Related Art] In an automatic vehicle with a torque converter, when the brake pedal is released in the D range, there is a creep phenomenon in which the drive wheels move without stepping on the accelerator. As a device for reducing or eliminating the creep phenomenon, as disclosed in JP-A-59-6454, a vehicle speed sensor for detecting that the vehicle speed is equal to or lower than a set value, and the accelerator pedal depressed by the driver is zero. And a brake oil pressure sensor for detecting that the hydraulic pressure of the hydraulic circuit of the brake device is equal to or higher than a set value and that the brake device is securely engaged, and that the three conditions are satisfied. A device is provided which shifts the transmission to an N range (neutral, neutral) by a hydraulic control mechanism for creep control when the brake device is surely engaged.

If the torque converter is provided with a lock-up function, it is advantageous for reducing fuel consumption. As disclosed in JP-A-55-109853, an automatic transmission having a lock-up function is provided with a hydraulic control mechanism for a lock-up clutch and a solenoid valve for operating the hydraulic control mechanism. An apparatus is provided.

[Problems to be Solved by the Invention] In the above-described conventional apparatuses, creep suppression and lock-up are performed independently. Further, in the above-described conventional apparatus, a unique solenoid valve is used for each of the hydraulic control mechanism for creep control and the hydraulic control mechanism for lock-up clutch.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-described circumstances, and its purpose is to suppress the creep phenomenon that occurs in the first speed and to exhibit a lock-up function for the torque converter at the time of medium speed and high speed driving of second speed or higher. An object of the present invention is to provide a hydraulic control device for an automatic transmission that can be operated.

[Means for Solving the Problems] A hydraulic control device for an automatic transmission according to the present invention includes switching means for switching between lock-up control means and creep inhibiting means using hydraulic pressure at the second speed or higher. By
The creep phenomenon occurring at the first speed is controlled by the operation of the creep inhibiting means, and the lock-up control means is operated at the second speed or higher.

That is, the hydraulic control apparatus for an automatic transmission according to the present invention shifts the torque converter with a lock-up function, the output shaft connected to the driving wheel side, and the driving force of the torque converter at at least the first and second speed fluctuation ratios. A transmission mechanism having a transmission mechanism capable of transmitting the output shaft to the output shaft and controlling the output shaft in a non-rotation state or a fine rotation state, and a hydraulic control mechanism that hydraulically controls the operation of the transmission mechanism of the transmission. The hydraulic control mechanism includes a lock-up control unit that performs a lock-up function of the torque converter, and creep suppression that is activated when the accelerator is not depressed at the first speed to set the output shaft in a non-rotation state or a fine rotation state. Means, a first state in which the lock-up control means is in operation and the creep suppressing means is in non-operation, Switching means for switching between a second state, which is an operating state of the reap control means, and a hydraulic pressure generating section for generating a predetermined hydraulic pressure at the second or higher speed and switching the switching means to the first state by the hydraulic pressure. It is characterized by having.

The torque converter converts the torque by using the kinetic energy of a fluid, and is generally formed such that each impeller such as a pump, a turbine, and a stator is housed in one shell. The torque converter has a lock-up function. The lock-up function can be achieved by, for example, a lock-up clutch provided in the torque converter.
The transmission mechanism of the transmission can be configured using a planetary gear mechanism, a multi-plate clutch, a brake band, a one-way clutch, and the like. The planetary gear mechanism may be either a livinio type or a Simpson type. The hydraulic control mechanism includes, for example, an oil pump that is a hydraulic pressure source, a shift valve that switches a planetary gear mechanism according to the vehicle speed, a manual valve that is connected to a driver's seat selector bar, a governor valve that generates a hydraulic pressure according to the vehicle speed, and an oil pump. And a valve body for distributing the hydraulic pressure to each part.

The lock-up control means exerts a lock-up function of the torque converter, and can be formed, for example, by a control valve.

The creep inhibiting means is activated when the first speed is not used and the accelerator is not depressed to bring the output shaft into a non-rotation state or a fine rotation state. The creep inhibiting means can be formed by a control valve operated by a hydraulic pressure according to the vehicle speed.

The creep inhibiting means includes an oil passage for preventing creep that operates the transmission mechanism by hydraulic pressure so that the output shaft of the transmission is in a non-rotating state, and a release passage for supplying hydraulic pressure generated at the second or higher speed. An oil passage, a release port connected to the release oil passage, and a spool that operates with a second or higher hydraulic pressure supplied from the release oil passage through the release port to shut off the creep prevention oil passage. And the like.

The switching means switches between a first state in which the lock-up control means is in operation and the creep control means is inactive, and a second state in which the lock-up control means is inactive and the creep suppressing means is operating. It is. The switching means can be formed by a control valve.

The hydraulic pressure generating section generates a hydraulic pressure of a predetermined magnitude at the second speed or higher, and switches the switching means to the first state by the hydraulic pressure.

Example An example of the present invention will be specifically described below with reference to FIG. 1 and Table 1.

(Structure of Automatic Transmission) First, a schematic structure of the automatic transmission will be described with reference to a power train diagram P shown in the upper part of FIG. That is, the output shaft 1 of the engine serving as the power source of the vehicle is directly connected to the pump of the torque converter 100. The torque converter 100 has a pump, a turbine, a stator, and further has a lock-up clutch. The rotation of the output shaft 1 of the engine is transmitted to the transmission 101 via the input shaft 2.

The transmission 101 has an output shaft 9 connected to driving wheels,
And a transmission mechanism for transmitting the driving force of the torque converter 100 to the output shaft 9 at multiple speed ratios. This transmission mechanism has a Ravigneaux gear train 160. The lavinio gear train 160 includes a carrier 5a, a carrier 5b, a pinion gear 6, a first sun gear 4, a second sun gear 3, and a first sun gear 4.
A pinion gear 7 that meshes with the pinion gear 6; and a ring gear 8 that meshes with the pinion gear 7 and is connected to the output shaft 9. Further, the transmission 101 has a low reverse brake 110, a 2.4 band brake 150 having a band 150f,
The vehicle includes a forward clutch 120, a reverse clutch 140, a high clutch 130, and a way clutch 115. The low reverse brake 110 is for the L range and for retreat, and fixes or unfixes the carrier 5a to the case. The 2.4 band brake 150 operates at the second and fourth speeds. Forward clutch 120
Is for forward movement and engages or disengages the input shaft 2 and the second sun gear 3. The reverse clutch 140 is for reversing and engages or disengages the input shaft 2 and the first sun gear 4.
The high clutch 130 operates at the third speed and the fourth speed, and connects the input shaft 2 to the carrier 5b. The one-way clutch 115 is a clutch that operates only in the first speed, and fixes the carrier 5a to the case.

In this automatic transmission, the select pattern is the first pattern.
As shown in the table, there are P (parking), R (reverse), N (neutral), D (4 forward automatic shifts), 2 (3 forward automatic shifts), and L (3 forward automatic shifts). And is appropriately selected by a select lever in the driver's seat. Further, Table 1 shows the operation relationship of each select pattern, the forward clutch 120, the high clutch 130, the reverse clutch 140, the 2.4 band brake 150, the low reverse brake clutch 110, and the one-way clutch 115, and a solenoid described later. 36
The working relationship of 0, 370 is shown. In Table 1, the mark ○ indicates energization or action, the mark × indicates non-energization, the mark Δ indicates that the hydraulic pressure is applied, but the engaging portion thereof is inoperative, and the mark − indicates energization. , Indicates that it is not related to non-energization.

As shown in Table 1, at the first speed in the D range, the solenoid 370 is energized, the forward clutch 120 operates, and the one-way clutch 115 operates. Therefore 1
At high speed, the input shaft 2 and the second sun gear 3 are engaged by the operation of the forward clutch 120, so that the second sun gear 3 functions as an input, and the pinion gear 6 and the pinion gear 7 rotate. Since the carrier 5a is fixed to the case by the operation of 115, the ring gear 8 rotates at a reduced speed, so that the output shaft 9 is reduced and rotated at the first speed.

In the second speed of the D range, the solenoids 360 and 370 are energized, the forward clutch 120 is operated, and the 2.4 band brake 150 is operated. As described above, in the second range of the D range, the input shaft 2 and the second sun gear 3 are connected by the operation of the forward clutch 120, and the pinion 6,
7 rotates. At this time, the first sun gear 4 is fixed by the operation of the band 150f of the 2.4 band brake 150. Further, since the one-way clutch 115 is not operated, the ring gear 8 is decelerated by the amount that the carrier 5a rotates and the carrier 5a rotates,
The output shaft 9 rotates at the second speed.

At the third speed in the D range, the solenoid 360 is energized, the forward clutch 120 operates, and the high clutch 130 operates. As described above, at the third speed in the D range, the high clutch 130 operates, so that the input shaft 2 and the carrier 5b,
The pinion gear 6 is engaged, and further, the pinion gear 6,
7. The first sun gear 4 rotates, and as a result, the ring gear 8 rotates at an increased speed, so that the output shaft 9 rotates at an increased speed. In 3rd gear, 2.4 band brakes 15
0 is hydraulic pressure, but the band 150f is inactive.

At the 4th speed in the D range, the high clutch 130 operates and
The four-band brake 150 operates. As described above, at the 4th speed in the D range, since the 2.4 band brake 150 operates, the first sun gear 4 is fixed, the ring gear 8 is rotated at an increased speed, and the output shaft 9 is increased at the 4th speed. Spin at high speed.

(Configuration of Hydraulic Control Mechanism 700) Next, the hydraulic control mechanism 700 that controls the transmission 101 with hydraulic pressure will be described. In the hydraulic control mechanism 700 of this embodiment, as shown in FIG. 1, a pump 200 for creating a line pressure, a modulator valve 250 for reducing the line pressure, a primary regulator valve 210, a secondary regulator valve 220, a throttle valve 240, a driver seat Manual shift valve 300 linked to the select bar of the first and second shift valves 260 and 260 shift the spool downward at the second speed.
There are provided a 3-4 shift valve 280, a high clutch control valve 320, an orifice control valve 310, and a low coast modulator valve 290, at which the spool moves downward at the 0th and 4th speeds. , A signal valve 330 as switching means, a D-creep control valve 340 functioning as creep inhibiting means, and a lock-up control valve 230 as lock-up control means. Accumulator 390,
2.4 band brake 150, 2.4 band brake accumulator 400, forward clutch accumulator 410
Are provided, and a normally open solenoid 360, a normally closed solenoid 370, and a duty solenoid 380 are provided, respectively.
The solenoids 360, 370, and 380 are controlled to be energized and de-energized by a vehicle-mounted control device according to the vehicle speed, the degree of accelerator depression, and the like.

Here, the duty type solenoid 380 controls the opening / closing time of the oil passage 513 and the opening / closing time of the drain by the ratio of the pulse energizing time and the non-energizing time, that is, the duty ratio, and freely controls the oil pressure of the oil line 513. it can.

(Configuration of Main Part of Hydraulic Control Mechanism 700) Here, the main part of the hydraulic control mechanism 700 will be mainly described.
That is, the oil passage 512 of the modulator valve 250 is connected to the oil passage 513 via the orifice 431 and is connected to the solenoid 380, and a part of the oil passage 512 is branched to the signal valve 330.
Port 334. The port 333 of the signal valve 330 is connected to the port 341 of the D creep control valve 340 via the oil passage 514 so that the spool of the D creep control valve 340 can be pressed, and the port 335 of the signal valve 330 is connected to the oil passage 515. Is connected to the port 230a of the lock-up valve 230 via the lock-up valve 230 so that the spool of the lock-up control valve 230 can be pressed. 2.4 port on port 331 of signal valve 330
An oil passage 516 as a hydraulic pressure generating unit that supplies a brake band pressure to the band brake 150 is connected, and a port 260g of the 1-2 shift valve 260 is connected via the oil passage 516. The oil passage 516 is connected to the tank chamber 410a of the forward clutch accumulator 410 and the orifice control valve 3
Connected to 10.

Here, the oil pressure generated by the oil pump 200 is adjusted by the primary regulator valve 210, and a line pressure is sent through the oil passage 511. A part of this line pressure is reduced by the modulator valve 250 and is passed through the oil passage 512 to the orifice 43.
1. The oil is supplied to the solenoid 380 via the oil passage 513 and to the pump 344 of the D creep control valve 340.

Next, the signal valve 330 as switching means will be described. The signal valve 330 is in the first state when its spool is down in FIG. 1 and in the second state when the spool is up in FIG. In the second state in which the spool of the signal valve 330 is at the upper side, the oil passage 513 and the oil passage 514 (oil passage for preventing creep) are connected, and the oil passage 515 is drained. Further, when the spool of the signal valve 330 is in the first state in which it is located below, the oil passage 513 and the oil passage 515 are connected, and the oil passage 51
4 is drained. Here, when the vehicle speed is the first speed, the oil passage 516
Since the hydraulic pressure is not applied to the spool, the spool is held upward by the spring force of the spring 337 of the signal valve 330 and the second state is established, and the hydraulic pressure of the oil passage 513 is applied to the port 341 of the D creep control valve 340 via the oil passage 514. Acts on D
The spool of creep control valve 340 is moved downward, and oil passage 512 and oil passage 517 are connected. 2nd speed, 3rd speed
At the fourth speed, the signal valve 330 is operated by the oil pressure of the oil passage 516 (2.4 band brake pressure used at the second speed or higher).
Spool goes to the first state and moves downward,
334 and the port 335, so that the oil pressure in the oil passage 513 is
Acts on the port 230a.

That is, in the present embodiment, the signal valve 330 is in the first state in which the lock-up control valve 230 is in operation and the D-creep control valve 340 is not in operation. Is switched to the second state, which is the state of the operation.

Next, the D creep control valve 340 will be described. D creep control valve 340 is solenoid 3
Three positions, an upper position, a lower position, and a pressure adjustment position, can be realized with 80 ON / OFF duty signals. When the spool of the D creep control valve 340 is at the upper position, the oil passage 517 is drained through the port 342, and
The block 512 is closed by a land 347 so that the oil pressure in the oil passage 512 does not decrease. When the spool of the D creep control valve 340 is at a lower position, the oil passage 512 is connected to the oil pressure 517, and the oil pressure created by the modulator valve 250 is applied to the D creep control valve 340 via the oil passage 512 and the oil passage 513.
Port 344. In addition, when the spool of the D creep control valve 340 is at the pressure adjustment position,
The spring force of the spring 348 and the hydraulic pressure between the land 346 and the land 347 cooperate to push the spool upward, and the port 341 is opposed thereto through the D creep control valve 340.
Therefore, the D creep control valve 340 is regulated, and the regulated hydraulic pressure is supplied to the oil passage 517. The adjusted oil pressure is lower than the oil pressure created by the modulator valve 250 which is the original pressure. The spool of the D creep control valve 340 is made of lands having different diameters, but may be spools having the same diameter.

The port 345 of the D creep control valve 340 is connected to the hydraulic pressure of the oil passage 516 (2.4 band brake pressure used at the second speed or higher) which is a feature of this embodiment. By applying the spring force of the spring 348 of the D creep control valve 340, the spool of the D creep control valve 340 is set not to fall even when the port 341 receives hydraulic pressure.

In FIG. 1, 431, 438, 432, 433, 435, 43
6, 434, 437, 439, 441, 442, 443, 444, 445, 446, 45
1, 449, 452, 453, 447, and 448 are orifices, respectively. 422, 424, 425, 426, 427, 428 are check valves. 35
0 is a cooler bypass valve.

(Operation of Hydraulic Control Mechanism 700) Next, the operation of the hydraulic control mechanism 700 according to the vehicle speed at each shift speed will be described in the following (A) to (D).
(A) First, the case where the vehicle speed is the first speed will be described. At 1st speed, solenoid 360 is not energized and 1-2 shift valve 2
The spool of 60 shifts and the spool of the 2-3 shift valve 270 moves upward because the solenoid 370 is energized,
Further, the spool of the 3-4 shift valve 280 is also moving upward. Here, when in the D range, the manual valve 300
Since the ports 303 and 304 are connected, the line pressure of the oil passage 511 is
3, 304, the oil passage 521, the port 280f of the 3-4 shift valve 280, the oil passage 522, the ports 310a and 310b of the orifice control valve 310, and further forward through the orifice 452 and the oil passage 523. It is connected to the clutch 120 and the port 410b of the forward clutch accumulator 410. Therefore, the forward clutch 120 operates, and the vehicle runs at the first speed, as is apparent from Table 1.
At this time, as described above, the oil pressure in the oil passage
It also acts on 10 ports 410b, so the accumulator 410
Of the piston 410c slowly rises, so that the impact when the forward clutch 120 is connected is reduced.

In the first gear, the oil pressure in the oil passage 523 is applied to the sequence valve 3 via the port 320c of the high clutch control valve 320.
The spool is moved to the left in FIG. 1 and the port 320a and the port 320b communicate with each other.

At the first speed, the solenoid 370 is energized to
Since the spool of the -3 shift valve 270 is moving upward,
The oil pressure of the oil passage 521 is set to the port 270d of the 2-3 shift valve 270,
Since it is attached to the spool of the 3-4 shift valve 280 via the oil passage 524 and the port 280h, the 3-4 shift valve 280
Spool is moving up. In the case of first gear, 2-3
The spool of the shift valve 270 moves upward and the oil passage 525 becomes 2-3.
As shown in Table 1, since the solenoid 360 is not energized, the spool of the 1-2 shift valve 260 moves upward, and the oil passage 516 is connected to the drained oil passage 525 as shown in Table 1. As a result, no oil pressure is applied to the oil passage 516 for operating the 2.4 band brake 150.

(B) The case where the accelerator is further depressed to shift from the first gear to the second gear will be described. In this case, the normally closed solenoid 370 is kept energized by the in-vehicle control device, the spool of the 2-3 shift valve 260 moves up, and the normally open solenoid 360 is energized from non-energized. The spool of the 1-2 shift valve 260 moves downward. As a result, the oil passage 521 and the oil passage 516 which are always in the D range, the 2 range and the L range are connected through the orifice 442 to supply the hydraulic pressure to the port 150a of the 2.4 band brake 150. The piston 150c is moved to the left in FIG. 1 to actuate the band 10f and the 2.4-band brake accumulator.
The hydraulic pressure will also be supplied to the 400 port 400a. As a result, the piston 404 of the accumulator 400 moves upward while bending the spring 405 of the accumulator 400, so that the shock when the 2.4-band brake 150 is actuated is reduced, and the shift is smoothly performed.

In the second speed, the spool of the 3-4 shift valve 280 is moving upward, so that the hydraulic pressure of the oil passage 521 becomes 3
The oil pressure 523 is applied to the oil pressure 523 via the port 280f of the 4-shift valve 280, the oil passage 522, and the port 310a of the orifice control valve 310.
, The forward clutch 120 is operated, and the vehicle runs at the second speed.

(C) Next, a case where the accelerator is further depressed to shift from the second speed to the third speed will be described. In this case, the energized state of the normally closed solenoid 360 is maintained by the on-board control device, the spool of the 1-2 shift valve 260 is located below in FIG. 1, and the normally closed solenoid 370 is deenergized from the energized state. De-energized,
The spool of the 2-3 shift valve 270 moves downward.
Therefore, the oil passage 521 and the oil passage 525 are connected, and the orifice 447 and the port 32 of the high clutch control valve 320 are connected.
It is connected to the oil passage 526 via 0a, and the high clutch 130 is operated.

At this time, the oil passage where the hydraulic pressure is applied at the 1st, 2nd, 3rd speed
From 523, the spool of the high clutch control valve 320 is held to the left in FIG.
20b, and the oil path 526 and the oil path 527 are connected. At this time, since the spool of the 3-4 shift valve 280 is held upward as shown in FIG. 1, the oil passage 527 and the oil passage 528 are connected, and therefore, the oil pressure of the oil passage 525 is reduced.
7, 4 band brake accumulator 40 via 528
From the port 400f of 0 to the chamber 403, the piston 401 of the accumulator 400 is pushed down in FIG. Therefore, the 2.4-band brake accumulator 400 used in the second speed can be reused in the third speed stage.

In 3rd gear, oil band 528 provides 2.4 band brake 150
Hydraulic pressure acts on the piston 150c through the port 150b, so that the piston 150c also moves to the right, and the band 150f is deactivated.

(D) The case where the accelerator is further depressed to shift from third speed to fourth speed will be described. In this case, the normally open solenoid 360 is de-energized from energized by the in-vehicle control device.
0 spool returns by spring force of 260k, and port 2
60g is connected to port 260h, and port 260f and oil passage 5
The connection 31 moves the 3-4 shift valve 280 downward. As a result, oil line 528 and oil line 524 or oil line 523 and oil line 5
24 connect. The spool of the 2-3 shift valve 270 is 3
Since it is held downward as in the case of the speed, the oil passage 524
Is connected to an oil passage 533 via a 2-3 shift valve 270 and is drained from a manual valve 300. That is, the forward clutch chamber 120a and the back pressure chamber 15 of the 2-4 band brake
The oil pressure in 0d is drained. Further, the normally closed type solenoid 370 is kept de-energized, the spool of the 2-3 shift valve 270 is located below in FIG. 1, and the oil passage 521 and the oil passage 525 are connected. Therefore, the oil pressure of the oil passage 521 is supplied to the oil passage 516 through the port 270d, the oil passage 525, and the ports 260h and 260g, and the brake band pressure of the oil passage 516 becomes 2.
Piston 150 through port 150a of 4-band brake 150
While acting on c, the piston 150c moves to the left,
The 2.4-band brake accumulator piston 410 moves slowly upward again while acting against the spring force of the spring 405, and thereby acts as a 2.4-band brake.
150 operation shocks can be reduced.

At 4th gear, as shown in Table 1, solenoid 370
Is not energized, the spool of the 2-3 shift valve 270 moves downward, and the oil passage 521 and the oil passage 525 are connected to each other.
Is supplied to the high clutch 130 via the oil passage 525, the oil passage 526, the orifice 447, and the port 320a of the high clutch control valve 320. Therefore, as described above, since the hydraulic pressure of the forward clutch chamber 120a is drained, the forward clutch piston 120b moves rightward with the hydraulic pressure supplied to the high clutch 130, and the forward clutch 120 is disengaged. State. Therefore, the vehicle runs at the fourth speed.

(Operation of Main Part of Hydraulic Control Mechanism 700) A case where the D creep phenomenon is prevented at the first speed will be described. In order to prevent the output shaft 9 from rotating in the non-rotating state and prevent the D creep phenomenon, the reverse clutch 140, the low reverse brake 110, and the forward clutch 120 may be operated.

Hereinafter, a case where the output shaft 9 is not rotated will be described. That is, as described above, the oil pressure generated by the oil pump 200 is adjusted by the primary regulator valve 210 to form a line pressure in the oil passage 511, and this line pressure is reduced by the modulator valve 250, and is reduced through the oil passage 512. The solenoid 380 is supplied to the port 344 of the D creep control valve 340 and through the orifice 431.
Is supplied to

At the first speed, since the oil pressure is not applied to the oil passage 516 as the oil pressure generator as described above, the signal valve 3
30 spool is pressed by spring 337 and signal valve 330
Are maintained in the second state. Therefore, the oil pressure in the oil passage 513 is supplied to the port 341 of the D creep control valve 340 through the port 334 of the signal valve 330 and the oil passage 514, and the spool of the D creep control valve 340 moves downward in FIG. As described above, when the vehicle speed is the first speed, the spool of the D creep control valve 340 moves downward, the drain 342 is closed by the land 346, and the port
343 and port 344 are connected. As a result, the oil pressure in the oil passage 512 passes through the oil passage 517, further passes through the relay ball 421, and
518 is supplied to the reverse clutch 140 to operate the reverse clutch 140.

Also, the oil pressure in the oil passage 518 is halfway through the check valve 422 and the orifice 43.
8. The oil is supplied to the oil passage 519 via the relay ball 423, and is therefore supplied to the low reverse brake 110, so that the low reverse brake 110 is operated.

Further, the line pressure 511 is supplied to the manual valve 300. In the D range, the port 303 and the port 304 of the manual valve 300 are connected, so
Ports 280f and 280g of 4-shift valve 280 and oil passage 522, port 310a of orifice control valve 310, oil passage 523
And is supplied to the forward clutch 120 through the control unit to operate the forward clutch 120.

That is, when the vehicle speed is the first speed, the forward clutch
120 (line pressure), the reverse clutch 140 (pressure reduction) and the reverse brake 110 (pressure reduction) act. Therefore, although the output shaft 1 of the engine rotates, both clutches 120, 1
Due to 40, the input shaft 2 and the output shaft 9 are directly connected. The input shaft 2 and the output shaft 9 are locked by the reverse brake 110 coming out halfway, and the drive wheels connected to the output shaft 9 are locked and maintained in a stopped state. Therefore, the vehicle is kept stopped, and the D creep phenomenon does not occur when the accelerator is not depressed.

In the second state in which the spool of the signal valve 330 is located upward as described above, the oil passage 515 is drained, so that the lock-up control valve 230 is inactive and the lock-up clutch of the torque converter 100 is inactive. It is.

By the way, in order to run again in a state where the occurrence of the D creep phenomenon is prevented, it is necessary to release the locked state of the output shaft 9. In this regard, in this embodiment, when the accelerator is depressed while the output shaft 9 is locked, the control device mounted on the vehicle controls the operation of the solenoid 380 to drain the oil pressure in the oil passages 513 and 514. Therefore, the magnitude of the oil pressure of the oil passage 513 and the magnitude of the spring force of the spring 337 of the signal valve 330 are adjusted, and the spool of the signal valve 330 stops at the pressure adjustment position.
Oil in oil passage 514 is drained at port 322. Therefore, 1
Even when no oil pressure is applied to the oil passage 516 due to the speed, when the accelerator is depressed, the spool of the D creep control valve 340 automatically moves upward by the spring force of the spring 348, and the oil Since the path 512 and the oil path 517 are not communicated, the reverse clutch 140 and the low reverse brake 110 are drained, and the locked state of the output shaft 9 is automatically released. That is, when the accelerator is depressed, the output shaft 9 is again rotated, and the vehicle runs in the first speed state.

By the way, when the vehicle speed becomes the second speed, the third speed, and the fourth speed, the brake band pressure is applied to the oil passage 516 as described above, so that the spool of the signal valve 330 moves downward in FIG. Is switched to the first state, and the following two operations occur. That is, as a first operation, the hydraulic pressure of the oil passage 516 is applied to the spool of the signal valve 330 via the port 331 of the signal valve 330, and as a result, the spool of the signal valve 330 moves downward to move the port of the signal valve 330 to the port of the signal valve 330. The oil in the oil passage 514 is drained through the 332, and the port 334 and the port 335 communicate with each other. Therefore, the oil pressure in the oil passage 513 adjusted by the solenoid 3 acts on the spool of the lock-up control valve 230 via the oil passage 515 and the port 230a of the lock-up control valve 230, and the spool moves downward. Therefore, the lock-up control valve 230 is activated, and the ports 230c and 230
Connects with d. Therefore, the oil pressure of the oil passage 220a of the secondary regulator valve 220 is equal to the oil pressure of the ports 230d and 230c and the oil passage 230g.
, And the lock-up clutch of the torque converter 100 is brought into a directly connected state, so that the fuel efficiency during traveling of the vehicle is improved.

As a second operation, the hydraulic pressure of the oil passage 516 is applied to the spool of the D creep control valve 340 via the port 345 of the D creep control valve 340, and further, together with the spring force of the spring 348, the D creep control valve 3
The 40 spools are pushed upward and the oil passage 514 is
Even if hydraulic pressure is supplied due to a malfunction of the solenoid or a malfunction of the computer, it does not move downward. As a result, the oil passage 512 and the oil passage 517 are disconnected from each other, so that the D-creep control valve 340 is not operated, and as a result, the reverse clutch 140, the low reverse brake 110
Is also deactivated, the output shaft 9 is unlocked, and the output shaft 9 becomes rotatable.

(Effects of Embodiment) As described above, in this embodiment, the signal valve 33 is used.
When the spool 0 is switched to the second state in which it is located above, the forward clutch 120, the reverse clutch 140, and the low reverse brake 110 are operated by the operation of the D creep control valve 340, and the output shaft 9 is locked and is not rotated. It is said. Therefore, when the accelerator is not depressed, the D creep phenomenon of the vehicle is prevented beforehand, and the vehicle does not run.

Further, in this embodiment, the D creep control valve 34
0 and both lock-up control valve 230
The control can be performed by one signal valve 330 that responds to the band brake pressure generated in the oil passage 516 when the speed is higher than the speed. Therefore, the D creep control valve 340,
The lock-up control valves 330 do not require separate signal valves, which is advantageous for simplifying the structure and reducing costs.

By the way, it cannot be said that the solenoid 380 as an electrical component is completely free from malfunction when the voltage fluctuates, when traveling on a rough road, or the like. In this respect, in the present embodiment, as described above, the signal valve 330 is switched to the first state by the hydraulic pressure generated in the oil passage 516 at the second speed or higher, so that the hydraulic pressure is applied to the port 341 of the D creep control valve 340. The oil passage 517 and the oil passage 512 are not connected. Therefore, even if the solenoid 380, which is an electrical component, malfunctions so that the D creep control valve 340 operates, the D creep control valve 340 is maintained in the first state. The spool of valve 340 is located at the bottom, and D creep control valve 34
0 remains inactive, so that the output shaft 9 can be prevented from being locked at the second speed or higher,
This is advantageous for ensuring safety.

Further, when the solenoid 380 malfunctions when the vehicle is stopped in the D range, the lock-up control valve 230 may be operated and the lock-up clutch of the torque converter 100 may be directly connected. In this case, engine stall may occur. In this regard, in the present embodiment, at the first speed, the oil passage 51
Since the hydraulic pressure does not act on 6, it is pressed by the spring of the signal valve 330 by the spring 337 and is maintained in the upper state, that is, in the second state, so that the hydraulic pressure is not applied to the port 230 a of the lock-up control valve 230 and Are kept inactive. Therefore, it is possible to prevent the lock-up clutch of the torque converter 100 from being directly connected when the vehicle stops, which is advantageous for avoiding engine stall.

(Other Embodiments) In the above-described embodiment, the oil passage 51 generated at the second speed or higher.
The spool of the signal valve 330 is switched to the first state by the hydraulic pressure of 6, and the spool of the signal valve 330 is moved downward to be in the first state. However, the present invention is not limited to this, and another configuration may be adopted. For example, a governor pressure having a magnitude proportional to the vehicle speed is generated in the hydraulic pressure generating section, and the governor pressure is applied to the port 331 of the signal valve 330 so that the signal valve 330
And the spool may be moved to the first state.

The present invention is not limited to the embodiment described above and shown in the drawings, but can be implemented with appropriate modifications as needed without departing from the scope of the invention.

According to the hydraulic control device for an automatic transmission according to the present invention,
When the accelerator is not stepped on at a high speed, the output shaft is locked to be in a non-rotating or slightly rotating state, and the D creep phenomenon is prevented beforehand. Further, according to the hydraulic control apparatus for an automatic transmission according to the present invention, the switching means is switched to the first state by the hydraulic pressure generated by the hydraulic pressure generating unit at the time of middle speed and high speed driving at the second speed or higher. The lock-up function of the torque converter can be exhibited at the time of medium speed or high speed driving at a high speed or higher, and the problem that the output shaft is locked at the time of medium speed or high speed driving at the second speed or higher can be improved.

[Brief description of the drawings]

FIG. 1 is a circuit diagram of a hydraulic control mechanism showing an embodiment of the present invention and shown together with a power train diagram of a transmission. In the figure, 100 is a torque converter, 160 is a Ravigneaux gear train,
230 is a lockup control valve (lockup control means), 330 is a signal valve (switching means), 340 is a D creep control valve (creep suppression means),
Reference numeral 516 denotes an oil passage (oil pressure generating unit), and 514 denotes an oil passage.

Claims (1)

(57) [Claims] A torque converter having a lock-up function, an output shaft connected to a driving wheel, and a driving force of the torque converter being transmitted at a speed ratio of at least a first speed and a second speed to the output shaft. A transmission having a transmission mechanism capable of controlling the output shaft to be in a non-rotation state or a fine rotation state; and a hydraulic control mechanism that hydraulically controls the operation of the transmission mechanism of the transmission. A mechanism is a lock-up control unit that exerts a lock-up function of the torque converter, and a creep inhibiting unit that is activated when the accelerator is not depressed at the first speed to set the output shaft in a non-rotation state or a fine rotation state. A first state in which the lock-up control means is in operation and the creep inhibiting means is not in operation; A switching means for switching between a second state which is an operation state of the creep suppressing means, and a hydraulic pressure generation for switching the switching means to the first state by the hydraulic pressure when a predetermined amount of hydraulic pressure is generated at the second speed or higher. And a hydraulic control device for an automatic transmission.