JP2829976B2 - Hydraulic control device for automatic transmission for vehicles - Google Patents

Description

Description: BACKGROUND OF THE INVENTION The present invention relates to a hydraulic control device for an automatic transmission used in a vehicle such as an automobile, and more particularly, to switching of an input member of the transmission by two clutches at the time of shifting. The present invention relates to a hydraulic control device used for an automatic transmission of a type to be performed.

2. Description of the Related Art As an automatic transmission used in a vehicle such as an automobile, a transmission has two different input members, and the two input members are a hydraulically operated first input clutch and a second input member. Proposed is an automatic transmission of the type in which different gears are achieved by being individually driven and connected to output members of a prime mover by clutches, and the input members of the transmission are switched by the two input clutches during shifting. For example, there is Japanese Patent Application No. 62-195471.

In the automatic transmission as described above, the input clutch engaged to achieve the first speed, the second speed, and the third speed is the first clutch, and the third speed and the fourth speed are engaged. The input clutch engaged to achieve the gear is the second clutch, and therefore, up to the third gear, hydraulic pressure is supplied to this to engage the first clutch, and from the third gear to the fourth gear. At the time of shifting, it is necessary to discharge the hydraulic pressure of the first clutch in order to release the first clutch. For this reason, switching between supply and discharge of the hydraulic pressure to the first clutch is performed by the 3-4 shift valve.

[Problems to be Solved by the Invention] In the 3-4 shift valve configured to switch between supply and discharge of the hydraulic pressure to the first clutch, this is a switching position for the configuration of the fourth speed, that is, the switching position. If the stick is generated at the switching position where the hydraulic pressure of the first clutch is discharged, the hydraulic pressure is not supplied to the first clutch. When the hydraulic pressure is no longer supplied to the first clutch and the first clutch is no longer engaged, the first to third speeds are not achieved, and the forward traveling of the vehicle can be performed even if a manual shift change is performed from the N range to the D range. It will not start smoothly.

SUMMARY OF THE INVENTION In view of the above-described problems, the present invention provides a shift valve, such as a 3-4 shift valve, which switches supply / discharge of hydraulic pressure of one input clutch such as a first clutch to a switching position for discharging hydraulic pressure of the input clutch. Even if a stick occurs, the supply of hydraulic pressure to the input clutch is compensated to ensure that a shift speed such as the first speed is established even in the event of a failure, and at the same time, one of the two input clutches It is an object of the present invention to provide a hydraulic control device having a fail-safe mechanism that guarantees supply of hydraulic pressure.

[Means for Solving the Problems] According to the present invention, there is provided a hydraulic power source device,
D is switched between a plurality of shift ranges including a D range.
A manual valve that outputs oil pressure from the oil pressure source device to the D port when switched to the range, a first clutch, a second clutch, a first shift valve, and a second shift valve. The first shift valve includes a first clutch port communicating with an oil chamber of the first clutch, a first hydraulic port communicating with the D port, and a first drain port communicating with a drain passage. When in the first switching position, the first clutch port is disconnected from the first drain port and connected to the first hydraulic port, and when in the second switching position, the first clutch port is connected to the first hydraulic port. The first shift port is configured to be disconnected from the first hydraulic port and connected to the first drain port, and the second shift valve is configured to communicate with an oil chamber of the second clutch. clutch A second hydraulic port communicating with the D port, a second drain port communicating with the drain passage, and a fail-safe port communicating with the first drain port of the first shift valve. And when in the first switching position, disconnects the second clutch port from the second hydraulic port to connect to the second drain port and disconnects the fail-safe port from the second drain port. Connected to the second hydraulic port, and when in the second switching position, disconnects the second clutch port from the second drain port, connects the second clutch port to the second hydraulic port, and connects the fail-safe port. This is achieved by a hydraulic control device for a vehicle automatic transmission configured to be disconnected from the second hydraulic port and connected to the second drain port. You.

Alternatively, according to the present invention, as described above, according to the present invention, a hydraulic pressure source device is switched between a plurality of shift ranges including a D range, and when switched to the D range, the hydraulic pressure from the hydraulic pressure source device is changed to D. A manual valve that outputs to a port, a first clutch, a second clutch, a first shift valve,
A second clutch valve, including a one-way switching valve, the first shift valve, a first clutch port communicating with the oil chamber of the first clutch via the one-way switching valve, A first hydraulic port communicating with the D port, and a first drain port communicating with the drain passage, wherein the first clutch port is disconnected from the first drain port when in the first switching position. Connected to the first hydraulic port, and when in the second switching position, the first clutch port is configured to be disconnected from the first hydraulic port and connected to the first drain port, The second shift valve has a second clutch port communicating with an oil chamber of the second clutch, a second hydraulic port communicating with the D port, and a second drain port communicating with a drain passage. The said And a fail-safe port communicating with the oil chamber of the clutch via the one-way switching valve. When the clutch is in the first switching position, the second clutch port is separated from the second hydraulic port and the second hydraulic port is disconnected. The second drain port is connected to the second hydraulic port, and the fail-safe port is disconnected from the second drain port and connected to the second hydraulic port. The hydraulic pressure of the vehicle automatic transmission is configured to be disconnected from the drain port of the vehicle and connected to the second hydraulic port, and the fail-safe port is disconnected from the second hydraulic pressure and connected to the second drain port. Achieved by the controller.

[Operation and Effect of the Invention] According to the above configuration, even if the first shift valve generates the stick at the second switching position, that is, the position where the hydraulic pressure of the first input clutch is discharged, When the second shift valve is in the position for discharging the hydraulic pressure of the second clutch, that is, in the first switching position, the hydraulic pressure appears at the fail-safe port, and this causes the drain port of the first shift valve or the one-way switching valve to move. After that, the oil is supplied to the oil chamber of the first input clutch. This compensates for engagement of the first input clutch. When the second shift valve sticks in the second switching position, the above-described compensation effect of the engagement of the first input clutch cannot be obtained. Is always engaged, so that neither of the two input members of the transmission is disconnected from the output member of the prime mover.

From these facts, in the hydraulic control device according to the present invention, when the shift valve fails to generate a stick,
Even if the required shift control is not performed, the start of forward running of the vehicle is compensated.

[Example] Hereinafter, the present invention will be described in detail with reference to the accompanying drawings.

FIG. 1 shows an example of a planetary gear type transmission of an automatic transmission for a vehicle to which the hydraulic control device according to the present invention is applied. In FIG. 1, reference numeral 10 denotes a first sun gear, 12 denotes a first ring gear concentric with the first sun gear 10, and 14 denotes a first sun gear 10.
, A first planetary pinion meshing with the first ring gear 12, 16 a first carrier rotatably supporting the first planetary pinion 14, 20 a second sun gear, 22 a second concentric with the second sun gear 20. Two ring gear, 24 second sun gear
A second planetary pinion meshing with the second ring gear 22 and a second carrier 26 rotatably support the second planetary pinion 24. First ring gear
12 is connected to the second carrier 26 by a connecting element 30, and the first carrier 16 is connected to the second ring gear 22 by a connecting element 32.

Here, a simple planetary gear mechanism constituted by the first sun gear 10, the first ring gear 12, the first planetary pinion 14, and the first carrier 16 is referred to as a first-row planetary gear mechanism, and the second sun gear 20 The simple planetary gear mechanism including the second ring gear 22, the second planetary pinion 24, and the second carrier 26 is referred to as a second-row planetary gear mechanism.

The first carrier 16 and the connecting element 32
A first one-way clutch 34 and a second one-way clutch 36 are provided in series between the second ring gear 22 connected to 16 and the housing 50. In this case, the first one-way clutch 34 is provided on the first carrier 16 side, and the second one-way clutch 36 is provided on the housing 50 side. More specifically, the first one-way clutch 34
Is connected to the first carrier 16 at the inner race 34a, the outer race 34b is connected to the inner race 36a of the second one-way clutch 36 by the connecting member 31, and the outer race 36b of the second one-way clutch 36 is connected to the housing 50. I have.

The second carrier 26 is connected to the output gear 54, and always functions as an output member.

The first one-way clutch 34 is engaged when the outer race 34b attempts to rotate beyond the rotation speed of the inner race 34a during engine driving, and is engaged when the outer race 34b rotates in the opposite direction, and the second one-way clutch 34 The engagement 36 is engaged when the inner race 36a rotates in the reverse direction with respect to the outer race 36b when the engine is driven, and is engaged when the inner race 36a is reversed.

A first clutch 38 is provided between the second sun gear 20 and the input shaft 52 for selectively connecting the two to each other.

A second clutch 40 is provided between the first carrier 16 and the input shaft 52 for selectively connecting them to each other.

A third clutch 42 is provided between the first sun gear 10 and the input shaft 52 for selectively connecting the two to each other.

A fourth clutch 44 is provided between the first sun gear 10 and the connecting member 31 for selectively connecting the first sun gear 10 and the connecting member 31 to each other.

A first brake 46 for selectively fixing the connecting member 31 to the housing 50 is provided between the connecting member 31 and the housing 50.

A second brake 48 for selectively fixing the second ring gear 22 to the housing 50 is provided between the second ring gear 22 and the housing 50.

The first gear, the second gear, the third gear (directly coupled gear), the fourth gear (increased gear), and the reverse gear are achieved by the planetary gear type transmission having the above-described configuration. It is as shown in Table 1 and FIG. In Table 1 and FIG. 2, a circle indicates that the clutch, brake or one-way clutch is engaged in the engine drive state.
Further, in Table 1, (○) indicates that if the clutch or the brake is engaged, the engine brake can operate at the shift speed.

Assuming that the ratio of the index of the first sun gear 10 to the number of teeth of the first ring gear 12 is ρ ₁ and the ratio of the number of teeth of the second sun gear 20 to the number of teeth of the second ring gear 22 is ρ ₂ , The ratios are as shown in Table 2.

First clutch 38, second clutch 40, third clutch 42,
Fourth clutch 44, first brake 46, second brake 48
Are hydraulically operated clutches or brakes, respectively.
The respective oil chambers 38a, 40a, 42a, 44a, 46a, 48a are engaged by being supplied with hydraulic pressure, and are released by discharging the hydraulic pressure of these oil chambers. Supply and discharge of hydraulic pressure to and from these oil chambers are performed by a hydraulic control device as shown in FIG.

The input shaft 52 of the planetary transmission described above is drivingly connected to a prime mover such as an internal combustion engine (not shown) by a fluid torque converter 60 as shown in FIG.

The hydraulic torque converter 60 includes a pump impeller 62 that is drivingly connected to the output member of the prime mover, a turbine impeller 64 that is drivingly connected to the input shaft 52 of the planetary gear type transmission, and a stator that can rotate only in one direction. This is a three-element two-phase type having an impeller 66. The hydraulic torque converter 60 has a direct coupling clutch 68, which engages when hydraulic pressure is supplied from the port 60a and engages with the pump impeller 62.
And turbine impeller 64 directly, and port 60b
When more hydraulic pressure is being supplied, it is in a released state. The supply of hydraulic pressure to the pots 60a and 60b is performed by a hydraulic control device shown in FIG.

Next, an outline of a hydraulic control device for an automatic transmission for a vehicle will be described with reference to FIGS. 3 to 7. FIG.

The hydraulic control device includes a pump 70. The pump 70 pumps hydraulic oil from a hydraulic oil tank (not shown), and pumps the hydraulic oil to a primary regulator valve 80 and a throttle valve 120, which are generally called a line hydraulic control valve. And to supply to. The upper limit of the hydraulic pressure applied by the pump 70 to the primary regulator valve 80 is limited by the pressure relief valve 72.

The throttle valve 120 outputs to the oil passage 138 a hydraulic pressure generally used as a throttle hydraulic pressure according to the throttle opening of the internal combustion engine, that is, the engine load.

The primary regulator valve 80 is provided with a throttle hydraulic pressure and a reverse boost hydraulic pressure, and supplies a basic hydraulic pressure, that is, a line hydraulic pressure, which generally increases as the throttle opening increases, to an oil passage 98 and a secondary hydraulic pressure control system generally called a converter hydraulic pressure control system. The output is provided to the regulator valve 100.

The secondary regulator valve 100 is provided with a throttle oil pressure and outputs a converter oil pressure (lubricating oil pressure) to an oil passage 118.

The line oil pressure of the oil passage 98 is supplied to the pot 194 of the manual valve 190. The manual valve 190 has a spool valve 912 that is manually operated, and supplies the line oil pressure given to the port 194 to the D port 196 at the time of the D range.
S port 198 for range, L port 200 for L range
In the R range, the signal is supplied to the R port 202.

The line oil pressure at the D port 196 is controlled by the oil passage 204 so as to correspond to the D port 214 of the 1-2 shift valve 210 and the second shift valve.
-3 shift valve 240 and D port 274 of the 3-4 shift valve 270 corresponding to the first shift valve.
The line oil pressure of the port 198 is given to the S port 248 of the 2-3 shift valve 240 by the oil passage 206, and the line oil pressure of the L port 200 is sent to the L port 25 of the 2-3 shift valve 240 by the oil passage 208.
Is given to 0. In addition, the line hydraulic pressure of the R port 202 is controlled by a reverse inhibit valve 360 through an oil passage 203.
Is to be given.

The 2-3 shift valve 240 is a second shift valve,
As best seen in the figure, spool valve 242 and plug 244
And, in addition to the ports described above, a drain port 25
1, 252, 253, clutch port 254 and brake port 25
It has 6 and 258 and failsafe port 260,
When hydraulic pressure is supplied to the control port 261, the plug 244 and the spool valve 242 move downward in the figure against the spring force of the compression coil spring 262 as shown in the right half in the figure. In the first switching position, the clutch port 254 is connected to the drain port 252 and the brake port 256
To S port 248 and brake port 258 to L port 250
In the meantime, the fail-safe port 260 is connected to the D port 246, respectively. When the hydraulic pressure is not supplied to the control port 261, as shown in the left half of the drawing, the spring of the compression coil spring 262 is connected. It is located at the second switching position, which has been moved upward in the drawing by force,
4 is connected to the D port 246, and the brake ports 256, 258 and the fail-safe port 260 are connected to the drain ports 251, 252, 253, respectively.

The supply of the hydraulic pressure to the control port 261 is performed by the first solenoid valve 400.

The clutch port 254 is connected to the second clutch 40 by the oil passage 263.
It communicates the to the accumulator chamber 472 of the oil chamber 40a and C ₂ for the accumulator 470. The clutch port 254 is connected to the hold port 220 of the 1-2 shift valve 210 by the oil passage 264.
The oil passage 265 communicates with a fail-safe port (drain port) 222 of the 1-2 shift valve 210. The brake port 256 is connected to the S port 216 of the 1-2 shift valve 210 via an oil passage 266, and the other brake port 258 is connected to the oil passage 26.
7 connects the L port 218 of the 1-2 shift valve 210, and the phenyl safe port 260 connects the 3-4 shift valve 270 via the oil passage 268.
Drain port by hold port 278 and oil passage 269
It communicates with 280.

The 1-2 shift valve 210 has a spool valve 212, as best seen in FIG. 4, and, in addition to the ports described above,
It has a clutch port 224, brake ports 226 and 228, an R port 230, a port 232, and a clutch port 234, and the switching of the spool valve 212 switches the communication between these ports. When hydraulic pressure is supplied to the control port 238, the spool valve 212 moves downward in the figure against the spring force of the compression coil spring 236 as shown in the left half of the figure. In the switching position, the clutch port 224 is connected to the fail-safe port 222 at this time.
The brake port 226 is connected to the R port 230 and the brake port 228 is connected to the L port 218.
When the hydraulic pressure is not supplied to the control port 238, the communication between the clutch port 234 and the clutch port 234 is stopped. It is located at the second switching position moved upward in the figure by the force of the hydraulic pressure applied to the port 220, and at this time, the clutch port 224 is connected to the D port 214,
Brake port 226 to S port 216, brake port 22
8 are connected to the R port 230, respectively, and the port 232 and the clutch pouch 234 are connected to each other.

The supply of the hydraulic pressure to the control port 238 is performed by the second solenoid valve 410. The control port 238 communicates with the control port 288 of the 3-4 shift valve 270 via an oil passage 239.

The clutch port 224 is connected to the fourth clutch 44 by the oil passage 225.
It communicates the to the accumulator chamber 492 of the oil chamber 44a and the C ₄ for accumulator 490. Brake port 226 is oil passage 227
Thus, it communicates with the S port 276 of the 3-4 shift valve 270. The accumulator chamber 532 of the brake port 228 B ₂ for Hameau beam interpolator 530 by the oil passage 229, further oil passage 231
The second brake 48 communicates with the inner oil chamber 48a. Port 232 communicates with one port of the C ₁ control valve 300 by the oil passage 233. The clutch port 234 communicates with an oil chamber 38a of the first clutch 38 via an oil passage 235.

The 3-4 shift valve 270 is the first shift valve,
As shown in the figure, the spool valve 272 is provided, and in addition to the above-described ports, the clutch port 282 and the brake port 284 are provided. It is supposed to be. When the hydraulic pressure is not supplied to the hold port 278 and the hydraulic pressure is supplied to the control port 288, the spool valve 272 resists the spring force of the compression coil spring 286 as shown in the right half of the drawing. The clutch port 282 is connected to the drain port 280, the brake port 284 is connected to the D port 274, and hydraulic pressure is supplied to the hold port 278. When the hydraulic pressure is not supplied to the control port 288 when the pressure is being supplied or as shown in the left half of the figure,
It is located at the second switching position moved upward in the figure by the force of the hydraulic pressure of the port 278 or the spring force of the compression coil spring 286,
At this time, the clutch port 282 is connected to the D port 274 and the brake port 284 is connected to the S port 276.

The C ₁ control valve 300 by the clutch port 282 oil passage 290,
Brake port 284 is in communication respectively with the accumulator chamber 512 of the hydraulic 46a and B ₁ for the accumulator 510 of the first brake 46 by the oil passage 292.

The first solenoid valve 400 and the second solenoid valve 410 are normally open type electromagnetically operated drain valves that open the drain port when not energized and close the drain port when energized, respectively. The operation is performed according to each shift speed in a combination indicated by a circle in FIG.

The first solenoid valve 400, the control port 261 of the 2-3 shift valve 240 by the oil passage 408, also communicates respectively with the one port of C ₁ control valve 300 by the oil passage 406.

The second solenoid valve 410 is connected to the control port 238 of the 1-2 shift valve 210 by an oil passage 418, and
It communicates with the control port 288 of the four shift valve 270.

Therefore, the two solenoid valves 400 and 410 are connected to the control port 261 or 1 of the 2-3 shift valve 240 when the power is supplied.
Control port 238 of -2 shift valve 210 and 3-4 shift valve 27
The hydraulic pressure is supplied to the control port 238 of 0.

C ₁ control valve 300 is for switching control of the engagement speed of the first clutch 38, the oil passage of the oil passage 290 in accordance with the type of shift that requires engagement of the first clutch 38 112,070, The connection to 328 is switched.

The oil passage 238, the accumulator chamber 452 and the oil passage 468 of the oil passage 329, C ₁ for accumulator 450 is communicated with the oil chamber 38a of the first clutch 38 via the one-way valve 469. Oilway 326 is 4
-3 communicates with one port of the control valve 330.

The 4-3 control valve 330 controls the engagement timing of the first clutch 38 in the shift between the third speed and the fourth speed, and throttles the oil passage 326 halfway. It is connected to one of the oil passages 352 and 356 having orifices 350 and 354 of different degrees, and switches the supply speed of the hydraulic pressure to the oil chamber 38a. The oil passages 352 and 356 are both connected to the oil passage 329, and are connected to the accumulator chamber 452 and the oil passage 46.
8, communicates with the oil chamber 38a of the first clutch 38 via the one-way valve 469.

The reverse inhibit valve 360 is the same as the manual valve 190 R
Line oil pressure is supplied from port 202 by oil passage 203,
The spool valve 362 is switched in accordance with the opening and closing of the third solenoid valve 420, and the spool valve 362 is in the prohibition position as shown in the left half of the drawing only in the reverse prohibition state in which the vehicle speed is equal to or higher than a predetermined value during forward movement. In other cases, the spool valve 362 is located at the permission position as shown in the right half of the drawing, and the line oil pressure from the oil passage 203 is applied to the oil chamber 42a of the third clutch 42 by the oil passage 398. And the line oil pressure is transmitted to the R port 230 of the 1-2 shift valve 210 via the oil passages 396 and 394.
6, B ₂ sequence valve 610, the second brake 48 via an oil path 392
Is allowed to be supplied to the outer oil chamber 48b.

B ₂ sequence valve 610, the second brake 48 in the inner oil chamber 48a
Oil pressure, and when this exceeds a predetermined value, the oil passage 39
6 and 392 are communicated with each other so that hydraulic pressure is supplied to the outer oil chamber 48a.

The accumulators 450, 470, 490, 510 and 530 are back pressure controlled accumulators each having a back pressure chamber 454, 474, 494, 514, 534, and the hydraulic pressure applied to these back pressure chambers is controlled by a second accumulator control valve. The pressure is adjusted by 560.

The second accumulator control valve 560 receives the duty oil pressure adjusted by the duty solenoid valve 590 and the oil pressure from the first accumulator control valve 550, and changes the pressure adjustment value.

The duty solenoid valve 590 is provided with a pulse signal having a predetermined duty ratio, and repeatedly opens and closes according to the duty ratio, and regulates the modulated hydraulic pressure from the duty pressure regulating valve 580 according to the duty ratio. . The duty hydraulic pressure applied by the duty solenoid valve 590 to the second accumulator control valve 560 is smoothed by the duty pressure accumulator 600 by absorbing its pulsation.

The first accumulator control valve 550 is provided with a throttle oil pressure from the throttle valve 138 and adjusts the oil pressure applied to the second accumulator control valve 560 and the 4-3 control valve 330 accordingly.

The converter oil pressure is supplied to the port 60a and the port 60b of the hydraulic torque converter 60 by the lock-up relay valve 14.
It is controlled by 0.

Lock-up relay valve 140 is lock-up signal valve 1
Switching operation is performed by selectively applying hydraulic pressure from 60. Further, the lock-up relay valve 140 sends out hydraulic oil to the oil cool 170.
In addition, 172 is a cooler bypass valve, and 174 is a pressure relief valve of an oil cooler oil passage.

The lock-up signal valve 160 is supplied with hydraulic pressure from the clutch port 224 of the 1-2 shift valve 210, performs a switching operation in accordance with the opening and closing of the third solenoid valve 420, and operates the third solenoid valve 4
The oil pressure from the clutch port 222 is supplied to the lock-up relay valve 140 so that the lock-up clutch 68 is engaged only when 20 is energized, that is, when the valve is closed.

The third solenoid valve 420 is selectively energized to inhibit the reverse gear when the shift range position is in the R range (reverse range), as indicated by a circle in FIG. When in the D range, the power is selectively supplied to control the engagement of the lock-up clutch 68.

Next, as an operation related to the hydraulic control device according to the present invention, a shift operation in the D range will be described mainly with reference to FIGS. In FIGS. 4 to 7,
The bold line indicates that the hydraulic pressure is applied at each gear.

First, the first speed stage will be described with reference to FIG. At this time, both the first solenoid valve 400 and the second solenoid valve 410 are energized, and the control port 2 of the 2-3 shift valve 240
61, hydraulic pressure is supplied to each of the control port 238 of the 1-2 shift valve 210 and the control port 288 of the 3-4 shift valve 270.
The plug 244 and the spool valve 242 of the three-shift valve 240 are shown in the first switching position shown in the right half of the figure, and the spool valve 212 of the 1-2 shift valve 210 is shown in the left half of the figure. It is located at the first switching position. As a result, the line oil pressure from the D port 196 of the manual shift valve 190 becomes
D port 246 of 3 shift valve 240, fail safe port 26
0, Hold port 2 of 3-4 shift valve 270 via oil passage 268
78 will be given. With this, 3-4 shift valve
Since the hydraulic pressure is also supplied to the hold port 278 even if the hydraulic pressure is supplied to the control port 288, the spool valve 272 of the spool 272 is shown in the left half of the drawing by the spring force of the compression coil spring 286. It is located at the second switching position. Thus D port 274 is communicatively connected to the clutch port 282, the manual shift valve line pressure oil passage 290 than D port 196 of 190, C ₁ control valve 300, the oil passage 328 and 329, C ₁
Accumulator 450 for the accumulator 450, oil passage
468, the oil is supplied to the oil chamber 38a of the first clutch 38 via the one-way valve 469, and the first clutch 38 is engaged. As a result, the first gear in the D range is achieved.

Next, the second speed stage will be described with reference to FIG. At this time, only the first solenoid valve 400 is energized,
The hydraulic pressure is continuously supplied only to the control port 261 of the −3 shift valve 240. At this time, the plug 244 and the spool valve 242 of the 2-3 shift valve 240 maintain the state where they are located in the first switching position, but the spool valve 212 of the 1-2 shift valve 210 is operated by the spring force of the compression coil spring 236. It moves to the second switching position shown in the right half in the figure. At this time,
The hydraulic pressure is no longer supplied to the control port 288 of the 4-shift valve 270, but the spool valve 272 is shown in the left half of the figure by the force of the hydraulic pressure applied to the hold port 278 and the spring force of the compression coil spring 286. In the first switching position. By switching the 1-2 shift valve 210, the D port 214 is connected to the clutch port 224, and the manual valve
The line oil pressure from the D port 196 of 190 is supplied to the oil chamber 44a of the fourth clutch 44 via the oil passage 225, so that the fourth clutch 44 is engaged. As a result, the fourth clutch 44 is engaged in addition to the first clutch 38, and the second speed in the D range is achieved.

Next, the third speed stage will be described with reference to FIG. At this time, neither the first solenoid valve 400 nor the second solenoid valve 410 is energized, and the control port of the 2-3 shift valve 240 is added to the control port 238 of the 1-2 shift valve 210.
The hydraulic pressure is no longer supplied to 261. Thereby, at this time, the plug 244 of the 2-3 shift valve 240 and the spool valve 242 are moved to the second switching position shown in the left half of the figure by the spring force of the compression coil spring 262, 3
D port 246 of shift valve 240 is fail safe port 260
It is further separated and communicates with the clutch port 254. As a result, the line oil pressure from the D port 196 of the manual shift valve 190 is supplied to the oil chamber 40a of the second clutch 40 via the oil passage 263, and the second clutch 40 is engaged. At this time, hold port 278 of 3-4 shift valve 270
, The spool valve 272 is maintained in the second switching position by the spring force of the compression coil spring 286. Also, the spool valve 212 of the 1-2 shift valve 210
Maintains the second switching position in the same manner as in the above-described second speed. Thus, the second clutch 40 is engaged in addition to the first clutch 38 and the fourth clutch 44, and the third speed stage of the D range, which is the directly connected stage, is achieved.

Next, the fourth speed will be described with reference to FIG. At this time, only the second solenoid valve 410 is energized.
At this time, the control port 238 of the 1-2 shift valve 210
The hydraulic pressure is supplied to the control port 288 of the -4 shift valve 270. At this time, the line hydraulic pressure is shifted from the clutch port 254 of the 2-3 shift valve 240 via the oil passage 264 to the 1-2 shift valve.
Since the line oil pressure is applied to the spool valve 212 of the 1-2 shift valve 210 as shown in the figure, the spool valve 212 is supplied to the control port 238 even if oil pressure is supplied to the control port 238. The spring force of the compression coil spring 236 maintains the second switching position shown in the right half of the figure. However, since the old port 278 of the 3-4 shift valve 270 is connected to the drain port 253 from the fail safe port 260 of the 2-3 shift valve 240 by the oil passage 268, the spool valve 272 of the 3-4 shift valve 270 is controlled. The hydraulic pressure applied to the port 288 moves to the first switching position shown in the right half of the figure against the spring force of the compression coil spring 286. As a result, the D port 274 communicates with the brake port 284 instead of the clutch port 282,
The clutch port 282 communicates with the drain port 280. As a result, the oil pressure in the oil chamber 38a of the first clutch 38 is discharged and the first clutch 38 is released, and instead, the line oil pressure is supplied to the oil chamber 46a of the first brake 46, and the first brake 46 Will be engaged. As a result, the first brake 46 is engaged in addition to the second clutch 40 and the fourth clutch 44, so that the D range fourth speed, which is the overdrive speed, is achieved.

Spool valve 2 of 3-4 shift valve 270 due to some cause
When 72 produces the stick in the first switching position, shown in the right half of the figure, clutch port 282 continues to be in communication with drain port 280 and no line pressure can be supplied from D port 274. When the manual shift valve 190 is switched from the N range position to the D range position in such a state, at this time, the plug 244 of the 2-3 shift valve 240 is
Since the spool valve 242 is in the first switching position shown in the right half of the drawing and the D port 246 is connected to the fail-safe port 260, the line hydraulic pressure applied to the D port 246 is reduced. Drain port 2 of 3-4 shift valve 270 via fail-safe port 260, oil passages 268 and 269
80, which is supplied to the clutch port 282.

This compensates that the line oil pressure is supplied to the oil chamber 38a of the first clutch 38 even if the 3-4 shift valve 270 generates a stick at the first switching position for achieving the fourth speed. As a result, the first clutch 38 is engaged. At this time, if the 1-2 shift valve 210 is operating normally and its spool valve 212 is located at the first position shown in the left half of the figure, only the first clutch 38 is engaged. As a result, the first gear is achieved. On the other hand, if the spool valve 212 of the 1-2 shift valve 210 generates the stick at the second switching position for achieving the second speed, the third speed, and the fourth speed, the fourth The hydraulic pressure is also supplied to the oil chamber 44a of the clutch 44, and the second speed is achieved.

In these cases, the spool valve 2 of the 3-4 shift valve 270
Since 72 has the stick in the first switching position, the oil pressure is also supplied to the oil chamber 46a of the first brake 46, and the first brake 46 is engaged. Does not hinder achievement of the above-described first speed and second speed.

When the spool valve 242 of the 2-3 shift valve 240 raises the stick at the second switching position shown in the left half of the figure to achieve the third speed and the fourth speed, the fail-safe port 260 Accordingly, the line oil pressure is not supplied to the drain port 280 of the 3-4 shift valve 270, and the engagement of the first clutch 38 is not compensated. However, since the D port 246 is connected to the clutch port 254 at this time, Thus, the engagement of the second clutch 40 is compensated. At this time, 1-2 shift valve
If the spool valve 212 of 210 is in the first switching position shown in the left half in the figure, the line oil pressure of the clutch port 254 of the 2-3 shift valve 240 is added to the oil chamber 40a of the second clutch 40. The oil passage 265 extends to the fail-safe port 222 of the 1-2 shift valve 210, and the line oil pressure is supplied from the clutch port 224 to the oil chamber 44a of the fourth clutch 44,
4 will be engaged. At this time, if the spool valve 272 of the 3-4 shift valve 270 is at the second switching position shown in the left half of the figure, hydraulic pressure is supplied to the oil chamber 40a of the first clutch 40 and the first clutch The third speed is achieved by the engagement of the clutch 40, while the spool valve 272 of the 3-4 shift valve 270 is in the first switching position shown in the right half of the figure, and the first The hydraulic pressure is supplied to the oil chamber 46a of the brake 46 and the first brake 46 is engaged, so that the fourth speed is achieved.

In the state where the spool valve 242 of the 2-3 shift valve 240 sticks in the second switching position as described above,
When the spool valve 212 of the shift valve 210 is at the second switching position shown in the right half of the figure, the line pressure is supplied to the clutch port 224 from the D port 214, and the third speed The first or fourth gear is achieved.

Therefore, the 1-2 shift valve 210 and the 2-3 shift valves 240 and 3
-4 If any of the spool valves 212, 242, 272 of the shift valve 270 produce a stick in any of the switching positions, if the manual shift position is in the D range, any one of the first to fourth gears is used. This gear stage is achieved, and it is possible to prevent the vehicle from running forward at all.

FIG. 8 shows another embodiment of the hydraulic control device according to the present invention, concerning the main part thereof. In FIG. 8, portions corresponding to FIG. 4 are indicated by the same reference numerals as those given in FIG.

Te is at to the examples, the clutch port 282 of the 3-4 shift valve 270, the oil passage 290, one-way switching valve 298 is adapted to communicate with the C ₁ control valve 300 through the oil passage 294, also The drain port 280 is separated from the oil passage 268 and is a simple drain-only port.

An oil passage 268 from the fail-safe port 260 of the 2-3 shift valve 240 is connected to the one-way switching valve 298 by an oil passage 296 instead of the drain port 280 of the 3-4 shift valve 270.

The one-way switching valve 298 is of a check ball type. When the oil pressure is supplied to the oil passage 290, the oil passage 296 is closed and the oil pressure is guided to the oil passage 294. Is supplied, the oil passage 290 is closed to guide this oil pressure to the oil passage 294. As a result, oil passage 294
When the oil pressure is supplied to at least one of the oil passages 290 and 296, the oil pressure is supplied from them.

Therefore, also in this embodiment, the spool valve 272 of the 3-4 shift valve 270 generates a stick at the first switching position shown in the right half of the figure, and a predetermined line hydraulic pressure is applied to the clutch port 282. 2-3 shift valve even if supply is no longer provided
240 failsafe port 260 from the oil passage 268,296, one-way switching valve 298, through the oil passage 294 line hydraulic pressure C ₁ control valve 300
And the engagement of the first clutch 38 is compensated in the same manner as in the above-described embodiment.

Therefore, in this embodiment, the same operation and effect as those of the above embodiment can be obtained.

In the above, the present invention has been described in detail with reference to specific embodiments. However, the present invention is not limited to these, and it is understood that various embodiments are possible within the scope of the present invention. It will be clear to the trader.

[Brief description of the drawings]

FIG. 1 is a skeleton diagram showing an example of a planetary gear type transmission of an automatic transmission for a vehicle to which the hydraulic control device according to the present invention is applied, and FIG. 2 is a combination of energizing combinations of solenoid valves, clutches, and clutches at each shift speed. FIG. 3 is a diagram showing combinations of brake engagements, FIG. 3 is a block diagram showing one embodiment of a hydraulic control device for a vehicle automatic transmission according to the present invention, and FIGS. FIG. 8 is a configuration diagram showing a main part of a hydraulic control device for an automatic transmission for a vehicle at each shift speed. FIG. 8 shows another embodiment of a hydraulic control device for an automatic transmission for a vehicle according to the present invention. It is a block diagram. 34 …… First one-way clutch 36 …… Second one-way clutch 38 …… First clutch 40 …… Second clutch 42 …… Third clutch 44 …… Fourth clutch 46 …… First brake 48 …… Second brake 52 Input shaft 54 Output gear 60 Fluid torque converter 70 Pump 72 Pressure relief valve 74 Pressure relief valve 80 Primary regulator valve 100 Secondary regulator valve 120 Throttle valve 140 lock-up relay valve 160 lock-up signal valve 170 oil cooler 172 cooler bypass valve 174 pressure relief valve 190 manual valve 210 1-2 shift valve 240 2-3 shift valve 270 ...... 3-4 shift valve 300 ...... C ₁ control valve 330 ...... 4-3 control valve 360 ...... reverse inhibit valve 400 ...... first solenoid valve 410 ...... second solenoid valve 420 ...... third Seo Solenoids valves 450 ...... C ₁ for accumulator 470 ...... C ₂ for accumulator 490 ...... C ₄ for accumulator 510 ...... B ₁ for accumulator 530 ...... B ₂ for accumulator 550 ...... first accumulator control valve 560 ...... second Accumulator control valve 580 …… Duty pressure control valve 590 …… Duty solenoid valve 600 …… Duty pressure accumulator

Continuation of the front page (72) Inventor Makoto Funabashi 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (56) References JP-A-61-88055 (JP, A) JP-A-47-44731 (JP, A) (58) Field surveyed (Int. Cl. ⁶ , DB name) F16H 61/12 F16H 61/08

Claims (2)

(57) [Claims] An oil pressure source device (70, 80) which is switched between a plurality of shift ranges including a D range, and when the oil pressure source device is switched to the D range, the hydraulic pressure from the oil pressure source device is transmitted to a D port (19);
6) the manual valve (190), the first clutch (C1), the second clutch (C2), the first shift valve (270), and the second shift valve (240) The first shift valve (270) includes the first clutch (C
A first clutch port (282) communicating with the oil chamber of 1),
The first hydraulic port (27) communicating with the D port (196)
4) and the first drain port (28
0), and when in the first switching position (1, 2, 3), the first clutch port (292) is disconnected from the first drain port (280) to disconnect the first hydraulic port. (2
74), and when in the second switching position (4), disconnects the first clutch port (282) from the first hydraulic port (274) and disconnects the first drain port (28).
0), and the second shift valve (240) is connected to the second clutch (C
2) a second clutch port (254) communicating with the oil chamber,
A second hydraulic port (246) communicating with the D port,
Second drain port communicating with the drain passage (252,253)
And the first drain port (28
0) and a fail-safe port (260) communicating with the
When in the first switching position (1, 2), the second clutch port (254) is disconnected from the second hydraulic port (246) and connected to the second drain port (252, 253), and the failure occurs. The safe port (260) is separated from the second drain port (252,253) and connected to the second hydraulic port (246). When the safe port (260) is in the second switching position (3,4), the second clutch port (254) is disconnected from the second drain port (252, 253) and connected to the second hydraulic port (246), and the fail-safe port (260) is disconnected from the second hydraulic port (246). A hydraulic control device for a vehicle automatic transmission configured to be connected to the second drain port (252,253). 2. A hydraulic pressure source device (70, 80), which is switched between a plurality of shift ranges including a D range, and when switched to the D range, the hydraulic pressure from the hydraulic power source device is transmitted to a D port (19).
6) a manual valve (190), a first clutch (C1), a second clutch (C2), a first shift valve (270), a second shift valve (240), A one-way switching valve (298), wherein the first shift valve (270) is connected to the first clutch (C
A first clutch port (282) communicating with the oil chamber of 1) through the one-way switching valve (298), a first hydraulic port (274) communicating with the D port, and a drain passage. A first drain port (280), and when in the first switching position (1, 2, 3), disconnects the first clutch port (282) from the first drain port (280). Connected to the first hydraulic port (274), and when in the second switching position (4), the first clutch port (282) is disconnected from the first hydraulic port (274) to disconnect the first hydraulic port (274). The second shift valve (240) is configured to be connected to a drain port (280).
2) a second clutch port (254) communicating with the oil chamber,
A second hydraulic port (246) communicating with the D port,
Second drain port communicating with the drain passage (252,253)
And a fail-safe port (26) communicating with the oil chamber of the first clutch (C1) via the one-way switching valve (298).
0), and when in the first switching position (1, 2), the second clutch port (254) is disconnected from the second hydraulic port (246) to disconnect the second drain port (25).
2,253) and said fail-safe port (260)
Is disconnected from the second drain port (252, 253) and connected to the second hydraulic port (246). When the second hydraulic pressure port (246) is in the second switching position (3, 4), the second clutch port (2
54) is disconnected from the second drain port (252, 253) and connected to the second hydraulic port (246), and the fail-safe port (260) is connected to the second hydraulic port (2).
46) and the second drain port (252, 25
3) A hydraulic control device for a vehicle automatic transmission configured to be connected to 3).