JP2849094B2 - Shift control device for automatic transmission - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial Application Field) The present invention is provided with a linear solenoid valve in order to reduce a shock associated with engagement and disengagement of a forward clutch when switching a shift of an automatic transmission. The present invention relates to a shift control device applied to an automatic transmission.

(Prior Art) Conventionally, an automatic transmission for an automobile is provided with a multi-plate clutch or a brake for engaging and disengaging various shafts, gears, etc. when switching gears of the automatic transmission. Have been. For example, the forward clutch is used to connect the input shaft and the front ring gear, the direct clutch is used to connect the input shaft and the rear sun gear, and the second coast brake is used for the front and rear sun gear (hereinafter referred to as front and rear sun gear). .), The second brake is used to lock the left rotation of the front & rear sun gear, and the fast & reversal brake is used to lock the rear planetary carrier.

The forward clutch is disengaged when shifting between each range of P, R, N and each range of D, 2nd, L. That is, when in the range of P, R or N, D, 2
When shifting to the range of nd or L, the forward clutch is engaged to connect the input shaft and the front ring gear.

However, when the forward clutch is disengaged, a shock may be caused by supply / stop of the hydraulic pressure. Therefore, in order to reduce the shock, there is provided an orifice control valve which shifts the valve position while finely adjusting the valve position of the orifice control valve for supplying / stopping the hydraulic pressure to the forward clutch by using a linear solenoid valve.

Also, a conventional automatic transmission for a vehicle has a lock-up for locking the rotation of the pump impeller side and the turbine runner side of the torque converter when the torque amplifying operation becomes unnecessary after the vehicle starts. A mechanism is provided.

(Problems to be Solved by the Invention) However, in the above-described conventional shift control device, the valve position adjustment of the orifice control valve for reducing the shock when the forward clutch is disengaged and the control for lock-up are performed separately. This is done separately, which complicates the configuration of the hydraulic control device of the automatic transmission.

Further, the lock-up device is used when lock-up is unnecessary, for example, when the vehicle is stopped, when starting in the first speed in the D, 2nd or L range, when in the R range, or in the 2nd speed.
If the lock-up is activated at the time of starting the second speed of the range or the like, an excessive load is applied to the engine, causing engine stall. Therefore, in order to prevent such a problem from occurring, it is necessary to provide a separate fail-safe device in the lock-up mechanism.

The present invention solves the above problems, and performs valve position adjustment of an orifice control valve for reducing shock when the forward clutch is disengaged and control for lock-up with one control system, and hydraulic control It is an object of the present invention to provide a shift control device for an automatic transmission in which a device is simplified and a lock-up mechanism is not operated when lock-up is unnecessary.

(Means for Solving the Problems) For this purpose, in the shift control device for an automatic transmission according to the present invention, a forward clutch that is engaged at the time of starting and an orifice control valve that regulates hydraulic pressure supplied to the forward clutch are provided. A solenoid valve for controlling the orifice control valve, a lock-up operating device, and switching means.

The switching means is disposed in an oil passage connecting the orifice control valve and the solenoid valve, and when starting, takes a position for supplying the hydraulic pressure of the solenoid valve to the orifice control valve,
In a gear position where lock-up is possible, a position is provided in which the hydraulic pressure of the solenoid valve is supplied to the lock-up operation device.

In another aspect of the present invention, in the shift control device for an automatic transmission, the switching means can lock up with a solenoid relay valve disposed in an oil passage connecting the orifice control valve and the solenoid valve. A first frictional engagement element that is engaged at the shift speed.

The solenoid relay valve is connected to an oil passage to which a hydraulic pressure for engaging the first frictional engagement element is supplied, and supplies a hydraulic pressure for engaging the first frictional engagement element. When the vehicle is started at the first speed, the solenoid valve and the orifice control valve are in communication with each other. Take the position to connect.

In a shift control device for an automatic transmission according to still another aspect of the present invention, the switching means further includes a second frictional engagement element that is engaged when starting at a speed other than the first speed. Is connected to an oil passage to which a hydraulic pressure for engaging the second frictional engagement element is supplied, and is switched by supply of a hydraulic pressure for engaging the second frictional engagement element. When the vehicle is started at a speed other than the above, the position where the solenoid valve communicates with the orifice control valve is set.

In a shift control device in still another automatic transmission according to the present invention, the solenoid relay valve may further include:
A first port connected to an oil passage to which a hydraulic pressure for engaging the first frictional engagement element is supplied, a second port connected to the solenoid valve, and a connection to the orifice control valve A third port, a fourth port connected to the lock-up actuator, and a fifth port connected to an oil passage to which hydraulic pressure for engaging the second frictional engagement element is supplied. Ports.

The fifth port is supplied with a hydraulic pressure as opposed to the hydraulic pressure supplied to the first port,
At the time of start in the first gear, the hydraulic pressure is not supplied to either the first port or the fifth port, so that the second port and the third port are brought into communication with each other. At the time of starting at a speed other than the speed, the hydraulic pressure is supplied to the first port and the fifth port to take a position for communicating the second port and the third port, and lock up. In the shift speeds in which is possible, hydraulic pressure is supplied to the first port, and
No hydraulic pressure is supplied to the fifth port.
And a position communicating the fourth port with the fourth port.

(Operation and Effect of the Invention) According to the present invention, as described above, in the shift control device for the automatic transmission, the forward clutch engaged at the time of starting and the orifice control for adjusting the hydraulic pressure supplied to the forward clutch It has a valve, a solenoid valve for controlling the orifice control valve, a lock-up operating device, and switching means.

The switching means is disposed in an oil passage connecting the orifice control valve and the solenoid valve, and when starting, takes a position for supplying the hydraulic pressure of the solenoid valve to the orifice control valve,
In a gear position where lock-up is possible, a position is provided in which the hydraulic pressure of the solenoid valve is supplied to the lock-up operation device.

In this case, the switching means selectively supplies the hydraulic pressure supplied from the solenoid valve to the orifice control valve and the lock-up operating device, so that the control of the hydraulic pressure for engaging the forward clutch and the lock-up operating device are performed. Control can be completely separated. Therefore, the lock-up mechanism does not operate when the forward clutch is engaged.

Further, since this fail-safe is performed by switching one orifice control valve, the hydraulic circuit can be simplified.

In another aspect of the present invention, in the shift control device for an automatic transmission, the switching means can lock up with a solenoid relay valve disposed in an oil passage connecting the orifice control valve and the solenoid valve. A first frictional engagement element that is engaged at the shift speed.

The solenoid relay valve is connected to an oil passage to which a hydraulic pressure for engaging the first frictional engagement element is supplied, and supplies a hydraulic pressure for engaging the first frictional engagement element. When the vehicle is started at the first speed, the solenoid is connected to the orifice control valve at the start position, and at the speed where lock-up is possible, the solenoid valve is connected to the lock-up operation device. Take a position to do.

In this case, the switching means is configured to selectively supply the hydraulic pressure supplied from the solenoid valve to the orifice control valve and the lock-up operation device, and to engage the first frictional engagement element. Is switched by the supply of the hydraulic pressure. When the vehicle is started at the first speed, the hydraulic pressure from the solenoid valve is supplied to the orifice control valve, and the hydraulic pressure for engaging the forward clutch is controlled.

Also, in a gear position where lock-up is possible, the hydraulic pressure from the solenoid valve is supplied to the lock-up operation device, and the lock-up operation device is controlled.

In a shift control device for an automatic transmission according to still another aspect of the present invention, the switching means further includes a second frictional engagement element that is engaged when starting at a speed other than the first speed. Is connected to an oil passage to which a hydraulic pressure for engaging the second frictional engagement element is supplied, and is switched by supply of a hydraulic pressure for engaging the second frictional engagement element. When the vehicle is started at a speed other than the above, the position where the solenoid valve communicates with the orifice control valve is set.

In this case, the switching means is switched by supply of a hydraulic pressure for engaging the second frictional engagement element,
When the vehicle is started at a speed other than the first speed, the hydraulic pressure from the solenoid valve is supplied to the orifice control valve. Therefore, the lock-up mechanism can be released.

In a shift control device in still another automatic transmission according to the present invention, the solenoid relay valve may further include:
A first port connected to an oil passage to which a hydraulic pressure for engaging the first frictional engagement element is supplied, a second port connected to the solenoid valve, and a connection to the orifice control valve A third port, a fourth port connected to the lock-up actuator, and a fifth port connected to an oil passage to which hydraulic pressure for engaging the second frictional engagement element is supplied. Ports.

The fifth port is supplied with a hydraulic pressure as opposed to the hydraulic pressure supplied to the first port,
At the time of starting at the first speed, the hydraulic pressure is not supplied to any of the first port and the fifth port, so that the second port and the third port communicate with each other. When starting at a speed other than the first speed, a hydraulic pressure is supplied to the first port and the fifth port to take a position for communicating the second port and the third port, In a gear position where lock-up is possible, hydraulic pressure is supplied to the first port and hydraulic pressure is not supplied to the fifth port,
A position is established for communicating the second port with the fourth port.

In this case, when starting at the first gear,
The second port and the third port communicate with each other, and hydraulic pressure from a solenoid valve is supplied to an orifice control valve.

Also, when starting at a speed other than the first speed,
The second port and the third port communicate with each other, and hydraulic pressure from a solenoid valve is supplied to an orifice control valve.

Then, in the gear position where lock-up is possible, the second port and the fourth port communicate with each other, and the hydraulic pressure from the solenoid valve is supplied to the lock-up operation device.

(Example) Hereinafter, an example of a shift control device in an automatic transmission of the present invention will be described in detail with reference to the drawings.

2 and 3, the automatic transmission 1 includes a torque converter 2, a planetary gear transmission gear mechanism 3, and a hydraulic control device 5, and includes a converter housing 6, a case 7, and an extension housing 9, respectively. Are housed in the valve body 10 and the oil pan 11.

The torque converter 2 is provided with a lock-up clutch 12 for improving power transmission efficiency, and the rotational power of the input member 13 is indirectly transmitted by an oil flow in the torque converter 2 or the lock-up clutch 12 It is transmitted directly to the input shaft 15 of the transmission gear mechanism 3 by the engagement.

The transmission gear mechanism 3 has an overdrive planetary gear unit 17 and a front planetary gear unit 19 and a rear planetary gear unit 20.
And a main transmission unit 21 composed of

Here, the overdrive planetary gear unit
17 is connected to the input shaft 15 and the planetary pinion 22
Carrier 24 supporting the sun gear 2 surrounding the input shaft 15
3, and a ring gear 25 directly connected to the input shaft 26 of the main transmission unit 21. Also, Curia 24 and Sun Gear
Between 23, an overdrive direct clutch C ₀ and a one-way clutch F ₀ are interposed,
Overdrive brake B ₀ is disposed between the sun gear 23 and the case 7.

Next, the front planetary gear unit 19 is connected to the output shaft 27.
And a carrier 29 supporting the planetary pinion 28, a sun gear 30a surrounding the output shaft 27 and integrally formed with the sun gear 30b of the rear planetary gear unit 20, and a forward clutch C _{1 on the} input shaft 26. And a ring gear 31 which is connected through the ring gear 31. Between the input shaft 26 and the sun gear 30a is direct clutch C _2, the second course brake B ₁ as the second frictional engagement element consisting of the hand brake is interposed between the sun gear 30a and the case 7 . Between the sun gear 30a and the case 7, further second brake B ₂ of a first frictional engagement element consisting of multi-plate via a one-way clutch F ₁ is disposed.

The rear planetary gear unit 20 includes a carrier 33 that supports the planetary pinion 32, a sun gear 30b, and a ring gear 35 that is directly connected to the output shaft 27. An lst & Rev brake B ₃ is provided between the carrier 33 and the case 7. the one-way clutch F ₂ are arranged in parallel with. The second
In the figure, reference numeral 36 denotes a hydraulic pump.

Here, as shown in FIG. 2, in the overdrive planetary gear unit 17, the boss portion 23 of the sun gear 23 is provided.
a is extending in the axial direction, the one-way clutch F ₀ between the sleeve 24a fixed to the boss portion 23a and the carrier 24 are interposed.

Further, a flange portion 40 constituting a cylinder extends from the boss portion 23a, and a piston 41 is formed on the flange portion 40.
There constitute a hydraulic actuator for overdrive direct clutch C ₀ fitted. Then, between the flange portion 40 inner peripheral surface and the casing 7 and overdrive brake B ₀ is provided, an annular flange portion 42 extending radially outward is fixed to the outer periphery of the flange portion 40 You.

A number of holes or notches are formed in the flange portion 42, and a non-contact type sensor 45 such as light or magnetism is provided on the case 7 so as to face the holes or notches. The sensor
45, when connecting the overdrive direct clutch C _0, i.e. the first speed, second speed, the third speed, for detecting the rotational speed of the flange portion 42 integral with the input shaft 15.

On the other hand, a vehicle speed sensor 46 for detecting rotation of the output shaft 27 is provided in the extension case 9, and signals from the vehicle speed sensor 46 and the sensor 45 are sent to a control unit together with signals from other sensors. Hydraulic control device 5 to be described later
The solenoid valves S ₁ , S ₂ , S ₃ and S ₄ (see FIG. 4) are controlled.

Next, the hydraulic control device 5 will be described with reference to FIG.

In the figure, C ₀ , C ₁ , and C ₂ are hydraulic servos of the respective clutches, and B ₀ , B ₁ , B ₂ , and B ₃ are hydraulic servos of the respective brakes. 2 is a torque converter, 36 is a hydraulic pump, 37
Is a strainer.

Reference numeral 51 denotes a manual valve which is operated when the driver performs a shift shift.The manual valve is connected to a shift lever in the driver's seat via a push-pull cable, and each position P, R, N, and Switch to D, 2nd, L,
The line pressure port p communicates with each of the ports a, b, c, d as shown by the circles in FIG.

Reference numeral 52 denotes a primary regulator valve that regulates a line pressure by a throttle modulator pressure and a line pressure at the time of reverse, and supplies the regulated oil to a lock-up relay valve 57 and a secondary regulator valve 55 described later.

Reference numeral 53 denotes a stop valve, which compresses the upper and lower two springs in accordance with the depression of the accelerator pedal, and obtains a throttle pressure corresponding to the engine output by a cut back pressure from a cut back valve 59 described later. belongs to.

Reference numeral 55 denotes a secondary regulator valve which adjusts the hydraulic pressure from the primary regulator valve 52 to provide lubricating hydraulic pressure and supplies the lubricating hydraulic pressure to a lock-up relay valve 57.

Reference numeral 56 denotes a lock-up control valve, which adjusts a hydraulic pressure applied to a valve end of the lock-up relay valve 57. Further, the lock-up relay valve 57 is operated by a signal pressure from the linear solenoid valve S ₃ and the solenoid relay valve 58, is to disengage the lock-up clutch 12 of the torque converter 2.

Reference numeral 59 denotes a cutback valve, which applies cutback pressure to the throttle valve 53 to regulate the pressure of the throttle pressure. The cutback valve
59, when other than L range or R-range is operated by hydraulic pressure supplied to the second coast brake B ₁ and second brake B _2.

60 is a 1-2 shift valve for switching between a first speed and the second speed, they become as oil pressure of the solenoid valve S ₂ is supplied to the tip, the valve 60 takes the right half position when the first speed, Takes the left half position at 2,3,4th speed. In other words, it is in the right half position in the first gear, and the second coast brake
B ₁ , the hydraulic pressure supply to the second brake B ₂ is constantly stopped,
Hydraulic pressure supply to the lst & Rev brake B ₃ only when the L-range is to be carried out. Then, the second speed when the valve is in the left-half position, so that the hydraulic pressure from the manual valve 51 is supplied to the second brake B _2.
Further, in the 2nd and L ranges, it receives the oil pressure from the 2-3 shift valve to be described later, and supplies the second coast brake B ₁ via the second coast modulator valve 66 this.

Further, 61 is a 2-3 shift valve for switching between a second speed and third speed, hydraulic pressure of the solenoid valve S ₁ at the tip is not to be supplied, the valve 61 is the right half the time 2 speed Take the position and take the left half position at 3rd and 4th speed. Ie 1,2
Supply of hydraulic pressure to the direct clutch C ₂ which has been stopped when fast is, so the valve becomes the third speed is performed by the left-half position.

Then, 62 is a 3-4 shift valve for switching between a third speed and the fourth speed, they become as oil pressure of the solenoid valve S ₂ is supplied to the tip, the valve 62 at the time of 1, 2, 3 speed Take the right half position and take the left half position at 4th speed. That is, the hydraulic pressure to the overdrive direct clutch C ₀ which has been supplied at the time of 1, 2, 3 speeds are taken to the fourth speed is not supplied by the valve is in the left-half position, whereas when the 1,2,3-speed so the supply of hydraulic pressure is conducted to the overdrive brake B ₀ which has been stopped.

63 when the vehicle speed is more than 9km / h for example, actuated by the solenoid valve S ₂ is opened, a reverse inhibit valve for stopping the oil pressure to the direct clutch C _2.

Reference numeral 65 denotes a low coast modulator valve, and 66 denotes a second coast modulator valve, which is activated when the engine brake is applied.

Each of the clutches C ₀ , C ₁ , C ₂ and brakes B ₀ , B ₂ is provided with an accumulator. That is, 67 is C ₀
Use accumulator 68 is C ₁ accumulator, 69 B ₀ accumulator, the C ₂ accumulator 70, 71 is a B ₂ accumulator. The B ₀ accumulator 69, the back pressure chamber of the C ₂ accumulator 70 and B ₂ accumulator 71
An accumulator control valve 72 is provided to regulate the hydraulic pressure communicating with 69a, 70a, 71a and to regulate the low coast modulator valve 65 and the second coast modulator valve 66.

S ₁ and S ₂ are solenoid valves for switching the 1-2 shift valve 60, 2-3 shift valve 61 and 3-4 shift valve 62 as described above, and S ₃ and S ₄ are linear solenoids. The valve is supplied with a hydraulic pressure adjusted by a solenoid modulator valve 73.

74 is an orifice control valve, and 75 is a cutoff valve.

Here, each solenoid valve S ₁ ,
S ₂ , S ₃ , S ₄ , clutches C ₀ , C ₁ , C ₂ , brakes B ₀ , B ₂ , B ₃
And the one-way clutches F ₀ , F ₁ , F ₂
In the shift stages of R, R (V ≧ 9), N, D, 2nd, and L, control is performed as shown in the operation table of FIG.

That is, when the first speed in the D range or 2nd range, the solenoid valve S ₁ is in an ON state, the result overdrive direct clutch C _0, the one-way clutch F _0, F _2, and the forward clutch C ₁ is engaged, Others are open. Therefore, overdrive planetary gear unit 17, overdrive direct clutch C ₀ and the one-way clutch via the F ₀ has become directly coupled together, the input shaft 26 of the intact primary shifting unit 21 rotates the input shaft 15 Conveyed to. In the main transmission unit 21, the rotation of the input shaft 26 is controlled by the forward clutch.
C ₁ is transmitted to the ring gear 31 of the front planetary gear unit 19, further transmitted to the carrier 29 and the output shaft 27 integral with the carrier 29, and the carrier 33 of the rear planetary gear unit 20 is transmitted via the sun gear 30. a imparts a rotational force of the left, since the rotation is prevented by the one-way clutch F _2, planetary pinion 32 for transmitting power to the ring gear 35 integral with the output shaft 27 to rotate.

At the 2nd speed in the D range, the solenoid valve
Solenoid valve S ₂ in addition to on the S ₁ is switched on. With this, the overdrive direct clutch
C ₀ , one-way clutch F ₀ , forward clutch C ₁ , one-way clutch F ₁ and second brake B ₂ are engaged,
Others are released. Therefore, the overdrive planetary gear unit 17 is in the directly connected state described above, and the rotation of the input shaft 15 is transmitted to the input shaft 26 of the main transmission unit 21 as it is. Further, the main transmission unit 21 is transmitted to the ring gear 31 of the front planetary gear unit 19 the rotation of the input shaft 26 through the forward clutch C _1, imparting rotational force leftward to the sun gear 30 via the planetary pinion 28 Suruga, the sun gear 30 is rotated in the said direction is prevented by the one-way clutch F ₁ due to the engagement of the second brake B _2. Therefore, the carrier 29 rotates while the planetary pinion 28 rotates, and the front planetary gear unit
The second speed rotation is transmitted to the output shaft 27 via only 19.

Also, at 3rd speed in D range and 2nd range,
Solenoid S ₁ is turned off, overdrive direct clutch C _0, the one-way clutch F _0, the forward clutch
C ₁ , the direct clutch C ₂ and the second brake B ₂ are engaged, and the others are in the released state. Therefore, overdrive planetary gear unit 17 is in a directly coupled state as described above, also the main transmission unit 21, the front planetary gear unit 19 by engaging the forward clutch C ₁ and the direct clutch C ₂ is integral, the input The rotation of the shaft 26 is transmitted to the output shaft 27 as it is.

Then, in a four speed i.e. the highest speed stage in the D range, the solenoid valve S ₂ is also turned off, the forward clutch C _1, the direct clutch C ₂ and the second brake B ₂ is in the engaged state, when the main speed change unit 21 is the third speed Although the same manner directly coupled with the overdrive planetary gear unit 17, overdrive brake B ₀ is changed over to be engaged with overdrive direct clutch C ₀ is released. Accordingly, the sun gear 23 is locked by the over-drive brake B _0, planetary pinion 22 carrier 24 while rotating is being rotated by the power transmitted to the ring gear 25, the input shaft of the main transmission unit 21 in a directly connected state 26
, The rotation of the overdrive is transmitted.

On the other hand, when downshifting, overdrive brake B ₀ with the direct clutch C ₀ For 4-3 engaged
There is released, In the case of 3-2 direct clutch C ₂ is released, the case of 2-1, the second brake B ₂ is released.

When the manual valve 51 is operated in the second range, the first and third speeds are the same as those in the D range. And in the case of 2nd gear, forward clutch
In addition to C ₁ , the overdrive direct clutch C ₀ and the second brake B ₂ , the second coast brake B ₁ is engaged, and the sun gear 30 of the main transmission unit 21 is locked and the engine brake is activated.

The second speed in the L range is the same as the second speed in the two ranges described above. However, in the first speed, in addition to the forward clutch C ₁ and the overdrive direct clutch C ₀ , the lst & Rev brake B ₃ is engaged. Then, the carrier 33 of the rear planetary gear unit 20 is locked, and the engine brake is activated.

Next, in the R range, the overdrive direct clutch C ₀ , the one-way clutch F ₀ and the direct clutch C ₂
And engaging the brake B _3, the other is in a released state. Therefore, overdrive planetary gear unit 17 is in a directly connected state, also the main transmission unit 21, rotation of the input shaft 26 is transmitted directly to the sun gear 30 by the direct clutch C _2, and the rotation of the rear carrier 33 by the brake B ₃ Since the rotation is performed, the rotation of the sun gear 30 is transmitted as reverse rotation to the ring gear 35 via the rotation of the planetary pinion 32, and reverses the output shaft 27. Also, manual valve 51
Is operated in the R range, the vehicle speed is a predetermined speed, for example, 9 km /
If there is more than h, it is a solenoid valve S ₂ is turned on,
Since direct clutch C ₂ is in the released state, not in the reverse rotation state.

Next, FIG. 1 shows a main part of a hydraulic circuit applied to a shift control device for an automatic transmission according to the present invention.

As shown, the hydraulic pressure is finely adjusted by the linear solenoid valve S ₃ is supplied for the adjustment of the valve position of the orifice control valve 74.

That is, in FIG. 1, the solenoid modulator valve 73 receives the hydraulic pressure adjusted by the primary regulator valve 52 (see FIG. 4) and adjusts the hydraulic pressure for each solenoid. The hydraulic pressure adjusted by the solenoid modulator valve 73 is applied to the linear solenoid valve S ₃
Is supplied to the port a. The linear solenoid valve S ₃
Is linearly controlled by a signal sent from a control device (not shown), adjusts the hydraulic pressure supplied to the port a, and sends it to the port b.

Subsequently, the hydraulic pressure from the port b, is supplied to the port b ₁ of the second port of the solenoid relay valve 58. The solenoid relay valve 58, as will be described later, can take two positions in the right half position and the left half position, the port b ₁ is connected to port c of the third port is in the right half position, Orifice control valve 74
Is supplied to the port e at one end of the valve. On the other hand, in the case of the left half position, the port b ₁ is connected to port d of the fourth port, the solenoid relay valve 58
Is supplied to the lock-up operating device and used for on / off control of the lock-up.

The orifice control valve 74 is finely adjusted by the linear solenoid valve S _3, so that the valve position is adjusted by the balance of the urging force of the hydraulic and spring 81 which is supplied to the port e. The hydraulic pressure from the manual valve 51 is supplied to the orifice control valve 74 via a port f, and the forward clutch C is supplied via a port g at the left half position and via ports g and h at the right half position. It is sent to the _1. Therefore,
As the hydraulic pressure is supplied from the linear solenoid valve S _3, the valve of the orifice control valve 74 is gradually lowered, initially a small amount of oil through the ports g, a large amount of oil later through the port g, h Forward clutch C ₁
Therefore, the shock at the time of shifting the shift is reduced. Incidentally, the oil from the manual valve 51, in addition via the orifice control valve 74, is connected to the forward clutch C ₁ via a throttle 82 and a check valve 83 with the diaphragm 84. Restrictor 84 with check valve 83
The effect can be more than the time the supply of oil amount at the time of drain to the forward clutch C _1.

Meanwhile, the solenoid relay valve 58 constitutes a switching means with the second coast brake B ₁ and second brake B _2, as described above, the hydraulic pressure from the linear solenoid valve S ₃ for the valve position adjusting orifice control valve 74, Alternatively, it is distributed for the control of the lock-up operation device, but it can take two positions, a right half position and a left half position, for distribution. Therefore, the port i of the fifth port of the one end of the solenoid relay valve 58, the 1-2 shift second from the port i ₁ of the valve 60 coast brake B ₁ engagement oil pressure, and as a first port of the other end the port j, is the second brake B ₂ engagement oil pressure from the port j ₁ of the 1-2 shift valve 60 and is supplied. Further, a spring 85 is disposed on the end face of the valve on the port i side to urge the valve downward.

Here, D, 2nd, in the first speed of the L range, since none of the second coast brake B ₁ and second brake B ₂ is not engaged, the port i, no supply of hydraulic pressure with j, the solenoid relay valve 58 Is placed in the right half position only by the biasing force of the spring 85.

Then, D, 2nd, when the second speed or more L-range, the hydraulic pressure is supplied to the second brake B ₂ is engaged with the port j, 2n
d, the second speed of the L range, the second coast brake B ₁ as well as the second brake B ₂ is also engaged, hydraulic pressure is supplied to port j. By the way, when hydraulic pressure is supplied to both ports i and j, both hydraulic pressures
Are supplied through the 1-2 shift valve 60 or the 2-3 shift valve 61 and have the same pressure, so that both end faces of the solenoid relay valve 58 are pressed by the same force. Therefore, the solenoid relay valve 58 is connected to the spring 85
Takes the right half position only by the urging force of.

That is, when shifting from the N, R, and P ranges to the first speed of the D, 2nd, and L ranges, the solenoid relay valve 58
Can always take the right half position, supplies the hydraulic pressure of the linear solenoid valve S ₃ to the orifice control valve 74 to reduce the shift shock.

Further, D, 2nd, when the above second speed of the L range, since it is necessary to operate the lock-up mechanism, the solenoid relay valve 58 becomes the left half position, the lock-up control hydraulic pressure of the linear solenoid valve S ₃ valve
Supply to 56 and lock-up relay valve 57. Note that 2n
It is necessary to release the lock-up when starting the 2nd speed in the d range, but as mentioned above, in the 2nd speed in the 2nd, L range, the right half position is taken only by the biasing force of the spring 85, so the linear solenoid valve hydraulic pressure in the S ₃ is not also supplied to any of the lockup control valve 56 and the lock-up relay valve 57.

It should be noted that the present invention is not limited to the above embodiments, and various modifications are possible based on the gist of the present invention, and they are not excluded from the scope of the present invention.

[Brief description of the drawings]

FIG. 1 is a shift control device for an automatic transmission according to the present invention;
FIG. 2 is an overall sectional view of an automatic transmission to which the present invention is applied, FIG. 3 is a schematic configuration diagram, FIG. 4 is a circuit diagram showing the hydraulic control device, and FIG. 5 is an operation of a manual valve in each range. FIG. 6 is a diagram showing the operating states of the solenoid valve, clutch, brake, and one-way clutch in each range. DESCRIPTION OF SYMBOLS 1 ... Automatic transmission, 2 ... Torque converter, 3 ... Transmission gear mechanism, 5 ... Hydraulic control device, 12 ... Lock-up clutch,
17 ... overdrive planetary gear unit, 19 ... front planetary gear unit, 20 ... rear planetary gear unit, 21 ... main transmission unit, 51 ... manual valve, 52 ... primary regulator valve, 53 ... slot valve, 55 ... secondary regulator valve, 56 ... lock-up control valve, 57 ... lock-up relay valve, 58 ... solenoid relay valve, 60 ... 1-2 shift valve, 61 ... 2-3 shift valve, 62 ... 3-4 shift valve, 65 ... low coast modulator valve , 66 ... second coast modulator valve, 73 ... solenoid modulator valve, 74 ... orifice control valve, 75 ... cutoff valve, 85 ... spring, B ₁ ... second coast brake, B ₂ ... second brake, C ₁ ... forward clutch ,, S ₃ ... linear Renoidobarubu.

──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Yutaka Taga 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (72) Inventor Kunihiro Iwaki 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (56) References JP-A-1-199061 (JP, A) JP-A-62-298856 (JP, U) (58) Fields investigated (Int. Cl. ⁶ , DB name) F16H 61/14

Claims (4)

(57) [Claims] 1. A forward clutch connected at the time of starting, an orifice control valve for adjusting a hydraulic pressure supplied to the forward clutch, a solenoid valve for controlling the orifice control valve, a lock-up operating device, and switching means. In the shift control device for an automatic transmission, the switching means is disposed in an oil passage connecting the orifice control valve and the solenoid valve, and supplies the hydraulic pressure of the solenoid valve to the orifice control valve when starting. A shift control device for an automatic transmission, wherein the shift position is set to a position where the hydraulic pressure of the solenoid valve is supplied to a lock-up operation device in a shift position where lock-up is possible. And a first frictional engagement member which is engaged with a solenoid relay valve disposed in an oil passage connecting the orifice control valve and the solenoid valve at a shift speed capable of locking up. A solenoid element, wherein the solenoid relay valve is connected to an oil passage to which hydraulic pressure for engaging the first frictional engagement element is supplied, and engages the first frictional engagement element. When the vehicle is started at the first speed, the solenoid valve and the orifice control valve are in communication with each other. At the speed where lock-up is possible, the solenoid valve is locked with the solenoid valve. The shift control device for an automatic transmission according to claim 1, wherein the shift control device is located at a position where the shift control device is connected to the operating device. 3. The switching means includes a second frictional engagement element that is engaged when starting at a speed other than the first speed, and the solenoid relay valve engages the second frictional engagement element. When the vehicle is started at a speed other than the first speed, the solenoid valve is connected to an oil passage to which a hydraulic pressure is supplied for engaging the second frictional engagement element. 3. The shift control device for an automatic transmission according to claim 2, wherein the shift control device is located at a position where the valve communicates with the orifice control valve. 4. The solenoid relay valve according to claim 1, wherein
A first port connected to an oil passage to which a hydraulic pressure for engaging the frictional engagement element is supplied, a second port connected to the solenoid valve, and a second port connected to the orifice control valve. A third port, a fourth port connected to the lock-up actuator, a fifth port connected to an oil passage to which hydraulic pressure for engaging the second frictional engagement element is supplied, and The fifth port is supplied with a hydraulic pressure in opposition to the hydraulic pressure supplied to the first port, and at the time of starting at the first speed, the first port and the fifth port When the hydraulic pressure is not supplied to any of the fifth ports, the second port and the third port are brought into communication with each other. Fifth port When the hydraulic pressure is supplied, the second port and the third port are brought into communication with each other. 4. The shift control device for an automatic transmission according to claim 3, wherein the second port and the fourth port communicate with each other when hydraulic pressure is not supplied to the first port.