JP2963239B2 - Hydraulic control device for automatic transmission - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hydraulic control device for performing a shift control or the like by using a solenoid valve in an automatic transmission.

[0002]

2. Description of the Related Art Automatic transmissions are designed to automatically shift gears according to the speed and engine load of a vehicle on which the automatic transmission is mounted. The shift operation of such an automatic transmission is often controlled electrically, and a shift control hydraulic clutch, brake, etc. (hydraulic actuation engagement means)
It is well known that the supply of operating hydraulic pressure to a solenoid valve is performed by a solenoid valve.

One such hydraulic control device for an automatic transmission is disclosed in, for example, US Pat. No. 4,875,391. In this device, a plurality of solenoid valves corresponding to each of a plurality of shift control clutches and brakes are provided, and the operation of each clutch and brake is controlled by the supply of operating hydraulic pressure from the corresponding solenoid valve.

[0004]

In the case where the operation control is performed by using such a solenoid valve, when the operation of the solenoid valve becomes defective, the operation control of a clutch or a brake that is operated by receiving a supply of operating hydraulic pressure from the solenoid valve is performed. There is a problem that can not be. Therefore, if the solenoid valve fails in a state where the hydraulic pressure is not supplied to the clutch or the brake, the clutch or the brake cannot be engaged. There is a problem that it cannot be set.

In an automatic transmission for a vehicle, usually, a plurality of speed stages are set in a forward range (for example, a D range), so that one solenoid valve malfunctions as described above. Even if a speed stage cannot be set, a certain degree of travel can be ensured by setting another speed stage, so the problem is small. However, since only one speed stage is set in the reverse range, if the solenoid valve for setting the speed stage malfunctions, there is a problem that the vehicle cannot travel backward.

SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and is intended for an automatic transmission having a configuration in which even if one solenoid valve fails, the operation of the hydraulically operating engagement means can be controlled by another solenoid valve. It is an object to provide a hydraulic control device.

[0007]

In order to achieve the above object, a hydraulic control apparatus for an automatic transmission according to the present invention comprises a hydraulically operating engagement means for setting a gear position and a hydraulically operating engagement means for the hydraulically operating engagement means. Two solenoid valves for controlling the supply of the operating oil pressure, shuttle valve means for collecting the operating oil pressure output from these two solenoid valves and supplying them to the hydraulic operating engagement means, and the two solenoid valves and the shuttle valve means And manual valve means for controlling the opening and closing of this oil passage.
Then, the manual valve means is operated externally to perform range switching, and connects the solenoid valve and the shuttle valve means in a predetermined shift range, and the shuttle valve means is operated when hydraulic pressure is simultaneously supplied from the two solenoid valves. The two hydraulic pressures are collected and supplied to the hydraulically operating engagement means. When the hydraulic pressure is supplied from only one of the two solenoid valves, one of the hydraulic pressures is supplied to the hydraulically operating engagement means. .

[0008]

In the hydraulic control device having such a configuration, first, when the manual valve is switched to the predetermined shift range, the state in which the two solenoid valves and the shuttle valve means are connected via the manual valve for the first time. Become. That is, it is possible to control the supply of the output operating oil pressure from the two solenoid valves only when the manual valve is in the predetermined speed change range. Therefore, even if the solenoid valve malfunctions in a range other than the predetermined speed change range, the hydraulic operation is performed. The engagement means is not erroneously engaged, and the erroneous engagement due to the malfunction of the solenoid valve can be reliably prevented. Further, when the operating oil pressure is simultaneously output from the two solenoid valves, the shuttle valve means supplies the combined operating oil pressure to the hydraulic operating engagement means, and the operating oil pressure is applied from only one of the two. If the operating oil pressure is output, the operating oil pressure is supplied to the hydraulic operating engaging means. Therefore, if the operating oil pressure can be supplied from at least one of the solenoid valves while the manual valve is switched to the predetermined shift range, the hydraulic operating engaging means is provided. Can be engaged. That is, even if one of the solenoid valves malfunctions, it is possible to control the hydraulic operation engagement means to be engaged using the normal solenoid valve. When one of the solenoid valves malfunctions and the operating oil pressure is constantly supplied, the manual valve is switched to a shift range other than the predetermined shift range to shut off the supply of the operating oil pressure from both solenoid valves. The hydraulically actuated engagement means can be released.

[0009]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Preferred embodiments of the present invention will be described below with reference to the drawings. First, a basic configuration of a hydraulic control device according to the present invention will be described with reference to FIG. This device includes a hydraulically operated engagement means (a hydraulically operated clutch and a brake) 1 (for example, a third clutch K3 in an embodiment described later) and two solenoid valves A and B for controlling the operation of the engagement means 1.
(For example, the solenoid valves SA, S
C), and a shuttle valve 2 (for example, a shuttle valve 58 in an embodiment described later) disposed between the oil passages connecting these components. As shown by an arrow C, the two solenoid valves A and B are connected to oil paths 5a and 5b branched from an oil path 5 to which a predetermined oil pressure is supplied from an oil pressure supply source. Therefore, by performing the excitation operation opening / closing control of the solenoid valves A and B, the oil passages 6a, 6
b can be controlled. The shuttle valve 2 collects the oil pressure supplied to the oil passages 6a and 6b in the oil passage 7 and supplies the oil pressure to the hydraulically operating engagement means 1. FIG.
Although not shown in FIGS. 4 and 5, in the hydraulic control device according to the present invention, a manual valve (see FIGS. 4 and 5) is provided in the oil passage from both solenoid valves A and B to the shuttle valve 2. 5 manual valve 25)
Are arranged. When this manual valve is switched to a predetermined shift range (for example, when the manual valve 25 is switched to the R range position in an embodiment to be described later), the oil passages 5a and 5b are opened, and the shuttle valves are operated from the solenoid valves A and B. Engaging means 1 via valve 2
The supply of the working oil pressure becomes possible.

Therefore, in order to engage the hydraulic operating engagement means 1, the manual valve is operated to switch to a predetermined shift range, then the solenoid valves A and B are opened and the predetermined hydraulic pressure from the oil passage 5 is released. May be supplied to the hydraulically operating engagement means 1 via the oil passages 6a, 6b and 7. Normally,
The solenoid valves A and B are both opened, and predetermined hydraulic pressures are collected from the two solenoid valves A and B at the shuttle valve 2 and supplied to the hydraulically operating engagement means 1. Here, even if one of the solenoid valves, for example, the solenoid valve A malfunctions and cannot be opened, if the solenoid valve B is opened, a predetermined value is established through the solenoid valve B. Hydraulic pressure is supplied to the hydraulic actuation engagement means 1. In this case, the ball 2a of the shuttle valve 2 is
In response to the hydraulic pressure supplied to the valve b, the valve is moved to the left to close the oil passage 6a so that the operating hydraulic pressure does not leak through the failed solenoid valve A.

The hydraulically actuated engagement means 1 is designed to engage only if it receives a predetermined hydraulic pressure, and the supply path of the predetermined hydraulic pressure does not matter. That is, regardless of whether the predetermined hydraulic pressure is supplied through both of the solenoid valves A and B, or whether the predetermined hydraulic pressure is supplied through only one of the solenoid valves, the hydraulic operating system receives the predetermined hydraulic pressure. The engagement means 1 is engaged. As mentioned above,
In this hydraulic control device, the supply control of the operating oil pressure to the hydraulic operating engagement means 1 is performed by the operation control of the solenoid valves A and B, but when either one of the solenoid valves A and B fails. However, the operation control of the hydraulically operating engagement means 1 can be performed by the other solenoid valve. When one of the solenoid valves A and B fails and the hydraulic pressure is always supplied,
The hydraulic operating engagement means 1 can be released by operating the manual valve to switch the range and shut off the supply of operating hydraulic pressure from both the solenoid valves A and B to the shuttle valve 2.

Next, a description will be given of a hydraulic control device for an automatic transmission provided with the device having such a basic configuration. First,
The configuration of the power transmission system of the automatic transmission will be described with reference to FIG. The transmission includes a torque converter 10 connected to an engine output shaft 9 and a transmission having a transmission input shaft 8a connected to a turbine of the torque converter 10.

This transmission comprises first, second and third planetary gear trains G1, G arranged in parallel on a transmission input shaft 8a.
2, G3. Each of the planetary gear trains includes first to third sun gears S1, S2, and S3 located at the center, and first to third planetary pinions that mesh with the first to third sun gears and revolve while rotating around them. P1, P2, P
3 and the first to third carriers C1, C2, C3, which rotatably hold the pinion and rotate the same as the revolution of the pinion.
And first to third ring gears R1, R2, R3 having internal teeth meshing with the pinion. The first planetary gear train G1 and the second planetary gear train G2 are double pinion type planetary gear trains, and the first pinion P1 and the second pinion P2 each have two pinion gears P11, P12 and P21, P22 as shown in the figure. Consists of

The first sun gear S1 is always connected to the input shaft 1, and the first carrier C1 is always fixed. The first ring gear R1 is connected to the second sun gear S via a third clutch K3.
2 and the second sun gear S2 can be fixedly held by the first brake B1. Second carrier C
2 is directly connected to the third carrier C3 and the output gear 8
b, and the rotation of the second carrier C2 and the third carrier C3 is the output rotation of the transmission. The second ring gear R2 is directly connected to the third ring gear R3. The two ring gears R2 and R3 can be integrally fixed and held by the second brake B2, and are connected to the transmission input shaft 8a via the second clutch K2. It is detachably connected. Third
The sun gear S3 is detachably connected to the transmission input shaft 8a via a first clutch K1. Note that a one-way brake B3 is disposed in parallel with the second brake B2.

As described above, each element (first to third sun gears S1 to S3, first to third carriers C1 to C3 and first to third ring gears S1 to S3), transmission input shaft 8a
And the output gear 8b are connected to each other, the engagement and disengagement control of the first to third clutches K1 to K3 and the first and second brakes B1 and B2 is performed, so that the setting of the shift speed and the shift control are performed. It can be carried out. Specifically, as shown in Table 1 below, if the disengagement control is performed, the forward 5
Speed (1ST, 2ND, 3RD, 4TH and 5TH),
The reverse first speed (REV) can be set. The reduction ratio (ratio) in each speed range changes according to the number of teeth of each gear, and Table 1 shows an example of this ratio for reference.

In Table 1, the second brake B2 in 1ST is shown in parentheses, which means that the one-way brake B3 can be used without engaging the second brake B2.
Thereby, power transmission on the drive side is performed. That is, if the first clutch K1 is engaged, the second brake B
The power transmission on the driving side can be performed at the gear ratio of 1ST without engaging 2 and 1ST is set. However, power cannot be transmitted in the reverse direction to the drive side, so that 1ST in which the second brake B2 is disengaged is a speed stage where engine braking is not effective. It becomes a speed stage that works.

[0017]

[Table 1]

Next, lubrication of the torque converter 10 and operation control of the lock-up clutch LC, and first to third
Clutches K1 to K3 and first and second brakes B1, B
A control device for performing the second engagement / disengagement control will be described with reference to FIGS. FIGS. 3 to 5 respectively show the components of the control device, and these three figures constitute one control device. It should be noted that, among the oil passages in each drawing, those having a circled alphabetical letter (A to I) at the end indicate that they are connected to oil passages having the same letter in other drawings.

The torque converter 10 comprises a main body comprising a pump 11, a stator 12, and a turbine 13, and a lock-up clutch LC. The lock-up clutch LC is provided in a space surrounded by a casing 14 joined to the pump 11. It is arranged in. The casing 14 is directly connected to the engine output shaft.

The lock-up clutch LC is connected to the turbine 1
3, a clutch plate 15a attached to the casing 14 and the clutch plate 1
Pressure plate 15b disposed opposite to 5a
And a lock-up piston 16 that is inserted into the casing 14 and forms a lock-up oil chamber 17 with the casing 14. Lock-up piston 16
Of the lock-up oil chamber 17 is supplied to the lock-up oil chamber 17 through the oil passage 17a. The clutch plate 16 is pressed by the control oil pressure to hold the clutch plate 15a between itself and the pressure plate 15b. As a result, the lock-up clutch LC is engaged, and the pump 11
And the turbine 13 rotates integrally. At this time, the stator 12 also rotates integrally with the pump 11 and the turbine 13 under the action of the one-way clutch 12a that supports the stator 12.

The supply of hydraulic oil into the lock-up oil chamber 17 is controlled by the lock-up control valve 4. When the spool 4a is moved rightward as shown in the figure by receiving the pressing force of the spring, the lock-up control valve 4 closes the oil passage 160 and connects the oil passage 161 connected to the oil passage 17a to the drain. In the drawings, the crosses (crosses) indicate that the ports are open to the drain, and the same applies to the following drawings.

On the other hand, an oil passage 16 is provided at the right end of the spool 4a.
4 is connected. As will be described later, a pilot oil pressure supplied in response to the operation of the solenoid valve SE acts on the oil passage 164 at a predetermined speed stage. This pilot oil pressure acts on the right end of the spool 4a to move the spool 4a to the left. When the spool 4a is moved to the left, the oil passage 160 and the oil passage 161 communicate. That is,
By controlling the operation of the solenoid valve SE, the operation of the lock-up control valve 4 can be controlled to control the communication between the oil passages 160 and 161. A predetermined operating oil pressure is supplied to the oil passage 160, so that the engagement operation control of the lock-up clutch LC can be performed by the operation control of the solenoid valve SE.

The operation control of the lock-up clutch, the operation of the brake and the clutch for the speed change control are performed as follows.
This is performed by using the hydraulic pressure of the working oil supplied from the tank 90 by the pump 91. The hydraulic oil discharged from the pump 91 to the oil passage 101 acts on the regulator valve 20 via the oil passage 101a and is adjusted to a predetermined line pressure P1. The hydraulic oil having this line pressure P1 is supplied to the oil passage 10 shown in FIG.
1 is supplied. A part of the discharge oil from the pump 91 is supplied to the oil passage 101 in this way, but the rest is sent out from the regulator valve 20 to the oil passage 151. The hydraulic oil sent to the oil passage 151 is supplied to the oil passage 151a.
And the hydraulic oil flowing through the oil passage 151a is supplied into the torque converter 10, and the hydraulic oil flowing through the oil passage 151b is supplied to the first lubricating portion L1 to lubricate this portion. Will be returned within.

The hydraulic oil sent into the torque converter 10 circulates through the inside thereof and is discharged to an oil passage 153, and is sent out to an oil passage 154 through a T / C check valve 93 connected to the oil passage 153. The T / C check valve 93 has a role of adjusting the oil pressure of the oil passage 153. As a result, the oil pressure in the torque converter 10 is adjusted by the T / C check valve 93 to a predetermined oil pressure. The hydraulic oil discharged into the oil passage 154 is cooled through the oil cooler 94, and thereafter, lubricates the second lubricating portion L2, and
Returned to 0.

The oil passage 101 adjusted to the line pressure P1
Is supplied to the portion shown in FIGS. 4 and 5 for controlling the speed change of the transmission. In this part, a manual valve 25 which is connected to a shift lever in a driver's seat and is operated by a driver's manual operation, five solenoid valves SA to SE, and four hydraulically operated valves 30,
35, 40, 45 and four accumulators 51 to 54
And five hydraulic pressure sensors PS. Solenoid valves SA and SC are normally open type valves and are open when the solenoid is off. However, solenoid valves SB, SD and SE are normally closed type valves and are closed when the solenoid is off. . The valve 30
Are referred to as a first hydraulic relief valve, the valve 35 is referred to as a second hydraulic relief valve, the valve 40 is referred to as a brake relief valve, and the valve 45 is referred to as a switching valve.

Each of these valves is operated in response to the operation of the manual valve 25 and the operation of the solenoid valves SA to SE to control the speed change and the lock-up clutch L.
The operation of C is controlled. In this case, the relationship between the operation of each of the solenoid valves SA to SE and the speed stage set in accordance with this operation is as shown in Table 2 below. Note that ON and OFF in Table 2 represent ON and OFF of the solenoid.

[0027]

[Table 2]

The above control will be described below. First, consider the case where the D range is set by the shift lever and the spool 26 of the manual valve 25 moves to the D position. In FIG. 4, the spool 26 is at the N position, and the right tip hook is moved rightward to the position indicated by D, and the spool 26 is located at the D position. By this movement, the oil passage 1
The oil passage 102 branched from 01 communicates with the oil passage 103, and hydraulic oil having a line pressure P1 is sent into the oil passage 103.

The hydraulic oil having the line pressure P1 also flows to the branch 110 from the oil passage 101, and further branches from the oil passage 110 to the oil passage 115 and the oil passage 111. Oil passage 115
Further branches into an oil passage 116 connected to the solenoid SA and an oil passage 117 connected to the solenoid SC, and the line pressure P1 always acts on both the solenoids SA and SC.
Oil passages 111a and 11b branched from oil passage 111
1b is a first and second hydraulic relief valve 3 respectively
The oil passage 111 is connected to the right end of the brake relief valve 40, and the oil passage 111 is connected to the right end of the brake relief valve 40.
Through to the right end of the switching valve 45.
Therefore, the spool of each of the valves 30, 35, 40, and 45 is constantly pressed leftward by receiving the line pressure P1.

When the D range is set, the speed stage is determined according to the relationship between the engine load and the vehicle speed, and each of the solenoid valves SA to S is determined so as to obtain this speed stage.
The operation of E is controlled as shown in Table 2. Therefore, the operation of the clutch and the brake accompanying the operation of the solenoid valve at each speed stage will be described.

First, consider the case where the first gear (1ST) is set as the speed gear. In this case, as shown in Table 2, only the solenoid valve SC is on and the other four are off. Therefore, at this time, the solenoid valve SA
Only the solenoid is opened and the other solenoids are closed. However,
The solenoid valve SE is used for controlling the operation of the engine brake in the first gear, and is turned on when the engine brake is operated. Since the line pressure P1 acts on the solenoid valve SA from the oil passage 116, the hydraulic oil having the line pressure P1 flows to the oil passage 120 through the solenoid valve SA. The oil passage 120 is connected to the manual valve 25. When the manual valve 25 is at the D position, the oil passage 120 communicates with the oil passage 121.
Therefore, the hydraulic oil having the line pressure P1 is supplied to the first clutch K1 through the oil passage 121, and the first clutch K1
Are tied together. Note that the first accumulator 51 and the hydraulic pressure sensor PS are connected to the oil passage 120. The line pressure P1 acts on the left end of the first hydraulic relief valve 30 via the oil passage 121a connected to the oil passage 121. However, the difference in pressure receiving area causes the hydraulic pressure acting via the oil passage 111a to prevail. The spool 31 of the valve 30 is in a state of being moved to the left as illustrated.

On the other hand, the oil passage 12 connected to the second clutch K2
5 is connected to the solenoid valve SB, but since this solenoid valve SB is closed, the oil passage 125 is closed.
Is connected to the drain via this valve SB, and the second clutch K2 is released. The oil passage 130 connected to the third clutch K3 is connected to the oil passage 131 or 133 via the shuttle valve 57. The oil passage 131 is connected to the manual valve 25 via the oil passage 132. When the manual valve 25 is at the D position, the oil passage 132 communicates with the drain. On the other hand, the oil passage 133 is also connected to the manual valve 25 and is connected to the oil passage 134 at the position D. The oil passage 134 is connected to the solenoid valve SC, but since the solenoid valve SC is off, the oil passage 134 is connected to the drain via the valve SC.
Therefore, the third clutch K3 is also in the released state. The oil passage 140 connected to the first brake B1 is provided with a solenoid valve SD.
Since the solenoid valve SD is closed, the oil passage 140 is connected to the drain via the valve SD, and the first brake B1 is also released.

The oil passage 167 connected to the second brake B2 is connected to the oil passage 166 or 170 via the shuttle valve 56. The oil passage 166 is connected to the solenoid valve SE via the brake relief valve 40, the oil passage 165, the switching valve 45, and the oil passage 163 in this order. Therefore, the engagement of the second brake B2 can be controlled by the solenoid valve SE, whereby the operation control of the engine brake in the first gear can be performed. That is, 1
At the first gear, operation control of the engine valve can be performed by controlling the operation of the solenoid valve SE. The oil passage 170 is connected to the oil passage 171 or 172 via the shuttle valve 58, and both the oil passages 171 and 172 are connected to the drain via the manual valve 25.

The first gear is set as described above. The operation of the lock-up clutch LC at this time will be considered. The lock-up clutch LC is operated by the hydraulic pressure supplied from the lock-up control valve 4 via the oil passage 161. The oil passage 160 connected to the oil passage 161 is connected to the brake relief valve 40 and is in the first gear. Is connected to the drain through this valve 40. Therefore, hydraulic oil is not supplied into the lock-up oil chamber 17 and the lock-up clutch LC is not engaged. Further, an oil passage 164 for supplying pilot pressure for controlling the operation of the lock-up control valve 4 is provided.
Is connected to the switching valve 45 and to the drain via the valve 45 at the first speed. Therefore, at the first speed, the pilot pressure is not supplied by the lock-up control valve 4 to engage the lock-up clutch LC.

Next, consider the case of shifting to the second speed. In this case, only the solenoid valve SD switches from off to on. Comparing this state with the state of the first gear, the only difference is that the solenoid valve SD is opened. For this reason, the first clutch K1 remains engaged. When the solenoid valve SD is opened, the oil passage 145
The hydraulic oil having the line pressure P1 is supplied to the first brake B1 via the first brake B1 and is engaged. As a result, the first clutch K1 and the first brake B1 are engaged, and the second speed is established.

When the solenoid valve SD is opened, hydraulic oil having a line pressure P1 acts on the brake relief valve 40 and the switching valve 45 via the oil passages 140, 141 and 142, and both valves are actuated by the hydraulic pressure P1. The spools 41 and 46 of 40 and 45 are pressed rightward. As described above, the line pressure P1 also acts on the right ends of the spools 41 and 46, but both spools 41 and 46 move rightward due to the difference in the pressure receiving areas. Due to the right movement of the spools 41 and 46, the solenoid valve SE and the second brake B2 connected at the first speed stage are connected.
With the oil passage 16 connected to the second brake B2.
6 is connected to the drain via the brake relief valve 40. Therefore, in the second speed, the second brake B2 is always released.

However, due to the rightward movement of the spool 41 of the brake relief valve 40, the oil passage 104 to which the line pressure P1 is supplied and the oil passage 160 are communicated. Oil passage 16
0 is the lock-up control valve 4 and the oil passage 16
1 is an oil passage that can be connected to the lock-up oil chamber 17 through the lock-up clutch LC 1 in the second speed by controlling the operation of the lock-up control valve 4.
Operation control is possible.

When the spool 46 of the switching valve 45 moves to the right, the oil passage 163 connected to the solenoid valve SE passes through the oil passage 16 through the switching valve 45.
Connect to 4. The oil passage 164 is an oil passage for supplying pilot oil pressure to the lock-up control valve 4. Therefore, in the second speed, if the operation of the solenoid valve SE is controlled, the operation of the lock-up control valve 4 is controlled to lock the oil. The operation of the up clutch LC can be controlled.

Next, consider the case where the gear is shifted to the third speed. In this case, only the solenoid valves SC and SD are switched from ON to OFF, and all the solenoid valves are OFF. As a result, from the state of the second gear, the solenoid valve SC is opened and the solenoid valve SD is closed. Since the solenoid valve SA is thus opened, the first clutch K1 remains engaged. When the solenoid valve SD is closed, the oil passage 145
And the oil passage 145 communicates with the drain via the solenoid valve SD. Therefore, the twelfth brake B1 is released. At the same time, oil passages 140, 141
The hydraulic pressure acting on the brake relief valve 40 and the switching valve 45 via the valves 142 and 142 also becomes zero.
No pressing force is applied to 1,46.

On the other hand, when the solenoid valve SC is opened, the working oil having the line pressure P1 is supplied to the oil passage 134. Since the oil passage 134 is connected to the oil passage 133 via the manual valve 25, the operating oil having the line pressure P1 is supplied from the shuttle valve 57 to the third clutch K3, and the third clutch K3 is engaged. In this way, the first clutch K1 and the third clutch K3 are
The gear is set.

When the solenoid valve SC is opened, the hydraulic oil supplied to the oil passage 133 and having the line pressure P1 is connected to the oil passages 175, 176, and 17 connected to the oil passage 133.
7, the first and second hydraulic relief valves 30, 3
5 and the left side of the switching valve 45, and the spools 31, 36 and 37, 4
Move 6 to the right. Further, the second hydraulic relief valve 3
5, the hydraulic oil having the line pressure P1 is guided from the oil passage 104a to the left side of the brake relief valve 40 via the oil passage 178 by the rightward movement of the spools 36 and 37.
The 0 spool 41 is also moved to the right.

Therefore, in the third speed stage, the oil passage 1 is connected via the brake relief valve 40 in the same manner as in the second speed stage.
04 and the oil passage 160 are communicated with each other, so that the operation of the lock-up clutch LC can be controlled. Further, the oil passage 163 connected to the solenoid valve SE via the switching valve 45 is connected to the oil passage 164, and the solenoid valve S
Lock-up control valve 4 by operation control of E
Can be controlled to control the operation of the lock-up clutch LC.

Next, the case where the gear is shifted from the third gear to the fourth gear will be considered. In this case, only the solenoid valves SB and SC are switched from off to on. As a result, the solenoid valve SB is opened from the state of the third gear,
The solenoid valve SC is closed. Since the solenoid valve SA is open as described above, the first clutch K
1 remains engaged. When the solenoid valve SC is closed, the supply of the line pressure P1 to the third clutch K3 is cut off and released, contrary to the case of the third speed. At the same time, the supply of the line pressure P1 to the left side of the first and second hydraulic relief valves 30, 35 and the switching valve 45 via the oil passages 175, 176, 177 is also cut off, and the oil passage 104a is connected to the oil passage 178 via the oil passage 178. The supply of the line pressure P1 to the left side of all the brake relief valves 40 is also cut off.

As a result, the spool 31 of the first hydraulic relief valve 30 is moved to the left again as shown in the figure, so that the hydraulic oil having the line pressure P1 flows from the oil passage 103 through the first hydraulic relief valve 30 to the oil passage. The second clutch K2 is supplied to the second clutch K2 via the oil passage 125 from the solenoid valve SB which is supplied to the solenoid valve 107 and further opened. In this way, the first clutch K3 and the second clutch K2 are engaged, and the fourth speed is established.

The hydraulic oil that has passed through the opened solenoid valve SB is also supplied to an oil passage 126,
It acts on the left side of the second hydraulic relief valve 35 and the switching valve 45 via the oil passages 127 and 128 connected to 6. Therefore, the spools 36, 46 of the two valves 35, 45 are moved rightward. Further, by the rightward movement of the spool 36 of the second hydraulic relief valve 35, hydraulic oil having a line pressure P1 is guided from the oil passage 104a to the left side of the brake relief valve 40 via the oil passage 178, and this valve 4
The 0 spool 41 is also moved to the right.

Therefore, the oil passage 104 and the oil passage 160 are communicated via the brake relief valve 40 in the fourth speed as in the case of the second speed and the third speed, so that the operation of the lock-up clutch LC is controlled. And the oil passage 163 connected to the solenoid valve SE via the switching valve 45 is connected to the oil passage 164. The operation control of the solenoid valve SE controls the operation of the lock-up control valve 4 to control the lock-up clutch. The operation of the LC can be controlled.

Next, the case where the gear is shifted from the fourth gear to the fifth gear will be considered. In this case, the solenoid valve SA switches from off to on, and the solenoid valve SC switches from on to off. As a result, from the state of the fourth gear,
The solenoid valve SA is closed and the solenoid valve S
C is released. When the solenoid valve SA is closed, the supply of the line pressure P1 via the oil passages 120 and 121 is cut off, and the first clutch K1 is released. Further, the hydraulic pressure of the oil passage 121a becomes zero by closing the solenoid valve SA, and the spool 31 of the first hydraulic relief valve 30 remains in the left-moving state. At the same time, since the solenoid valve SB remains ON, the second clutch K2 is maintained in the engaged state.

On the other hand, as described above, when the solenoid valve SC is opened, the operating oil having the line pressure P1 is supplied to the oil passage 134, and
5. The oil is supplied to the third clutch K3 via the oil passage 133 and the oil passage 130 to engage the third clutch K3. In this way, the second clutch K2 and the third clutch K3 are engaged, and the fifth speed is established.

When the solenoid valve SC is opened, the operating oil supplied to the oil passage 133 and having the line pressure P1 is connected to the oil passages 175, 176, 17
7, the first and second hydraulic relief valves 30, 3
5 and the left side of the switching valve 45 to move the spools 36 and 37 and 46 in these valves to the right (the spool 3 in the first hydraulic relief valve 30).
No. 1 does not move to the right because the hydraulic pressure acting on the oil passage 121a is zero). Further, the right movement of the spools 36, 37 of the second hydraulic relief valve 35 causes the oil passage 104a to move from the oil passage 178 to the oil passage 178.
The hydraulic oil having the line pressure P1 is guided to the left side of the brake relief valve 40 via the valve, and the spool 41 of the valve 40 is also moved to the right.

Therefore, the oil passage 104 and the oil passage 160 are communicated via the brake relief valve 40 in the fifth speed as in the case of the second to fourth speed, so that the operation of the lock-up clutch LC can be controlled. In addition, the oil passage 163 connected to the solenoid valve SE via the switching valve 45 is connected to the oil passage 164, and the operation control of the lock-up control valve 4 is performed by the operation control of the solenoid valve SE to thereby control the lock-up clutch LC. Operation can be controlled.

The shift control in the D range has been described above. As can be seen from this description, in 1ST (low speed stage), the hydraulic oil controlled and output by the solenoid valve SE is supplied to the switching valve 45 and the brake relief valve. Although the hydraulic fluid is supplied to the second brake B2 through the switching valve 40, the hydraulic oil output from the solenoid valve SE in 2ND to 5TH (middle to high speed) is locked-up oil through the switching valve 45 and the lock-up control valve 4. It is supplied to the chamber 17. That is, in this example, when 1ST is set as the speed stage, the solenoid valve SE is used for controlling the operation of the second brake B2, and the speed stage is set to 2ND-
When 5TH is set, it is used for controlling the operation of the lock-up clutch LC.

Next, consider the case where the N range is set. In this case, the clutches K1, K2, K3 and the brakes B1, B2 are connected to the drain via the manual valve 25, and all of them are released to be in a neutral (neutral) state.

Next, consider the case where the R range is set. In this case, the spool 26 of the manual valve 25
Is moved to the left, and hydraulic oil having a line pressure P <b> 1 is supplied from the oil passage 102 to the oil passage 132. Further, all the solenoid valves SA to SE are turned off. Therefore, the first clutch K
1 is connected to the drain in the manual valve 25 so that the first clutch K1 is released, and the oil passage 125 connected to the second clutch K2 is connected to the solenoid valve SB.
The second clutch K2 is also disengaged by communicating with the drain.

The oil passage 130 connected to the third clutch K3 is connected to the oil passage 132 via the shuttle valve 57 and the oil passage 131.
, The hydraulic oil supplied to the oil passage 132 is supplied to the third clutch K3, and the third clutch K3 is engaged. As can be seen from this, the supply of the operating oil pressure to the third clutch K3 engaged in the R range is performed directly via the manual valve 25, and is performed independently of the operation of the solenoid valve. The oil passage 145 connected to the first brake B1 communicates with the drain from the solenoid valve SD to release the first brake B1.

On the other hand, the oil passage 16 connected to the second brake B2
7 is connected from the shuttle valve 56 to the oil passage 171 or 172 via the oil passage 170 and the shuttle valve 58. The oil passage 171 extends from the manual valve 25 to the oil passage 120.
, And the oil passage 172 is connected from the manual valve 25 to the solenoid valve SC via the oil passage 134. Double solenoid valve SA, SC
Are of the normally open type, the hydraulic oil having the line pressure P1 flows through the oil passages 171 and 172, and the second brake B2 is engaged.

As described above, the second brake B2 is engaged by the hydraulic oil collected and supplied by the shuttle valve 58 through the oil passages 171 and 172 from the two solenoid valves SA and SC. Therefore, even if one of these two solenoid valves SA and SC malfunctions, as long as the other solenoid valve operates normally, the operation to the second brake B2 is performed via the normal solenoid valve. An oil supply is made.
That is, the second brake B2 in the R range, the solenoid valves SA and SC, and the shuttle valve 58
Correspond to the hydraulically operating engagement means 1, the solenoid valves A and B, and the shuttle valve 2 in the basic hydraulic control device shown in FIG.

The reverse clutch is set by engaging the third clutch K3 and the second brake B2 in this manner. As described above, the third clutch K3 is engaged regardless of the operation of the solenoid valve. The two brakes B2 are engaged and operated by operating the two solenoid valves SA and SC. For this reason, if the manual valve is positioned at the R range position, the reverse speed stage is set so that the vehicle can travel in the reverse direction, and even if one of the solenoid valves SA and SC malfunctions, the other normal solenoid can be operated. Engagement control of the second brake B2 is performed by the valve, and reverse traveling can be ensured.

[0058]

As described above, according to the present invention,
First, since the supply of operating hydraulic pressure from the two solenoid valves can be controlled only when the manual valve is in the predetermined shift range, even if the solenoid valve malfunctions in a range other than the predetermined shift range, the hydraulically operating engagement means can be controlled. Are prevented from being erroneously engaged, and erroneous engagement due to malfunction of the solenoid valve can be reliably prevented. Further, since the output oil pressure of both solenoid valves is supplied to the hydraulic operation engagement means via the manual valve and the shuttle valve means, the manual valve is switched to the predetermined shift range, and at least one of the solenoid valves is operated. If hydraulic pressure can be supplied, it is possible to engage the hydraulically operating engagement means.In other words, even if one of the solenoid valves malfunctions, the control to engage the hydraulically operated engagement means using a normal solenoid valve can be performed. It is possible to prevent malfunction of the control device even when malfunction of the solenoid valve occurs. When one of the solenoid valves malfunctions and the hydraulic pressure is constantly supplied,
By switching the manual valve, the supply of hydraulic pressure from both solenoid valves can be cut off to release the hydraulic pressure engaging means.

[Brief description of the drawings]

FIG. 1 is a hydraulic circuit diagram showing a basic configuration of a hydraulic control device according to the present invention.

FIG. 2 is a skeleton diagram showing a power transmission path configuration of an automatic transmission having a hydraulic control device according to the present invention.

FIG. 3 is a hydraulic circuit diagram showing a hydraulic control device of the automatic transmission.

FIG. 4 is a hydraulic circuit diagram showing a hydraulic control device for the automatic transmission.

FIG. 5 is a hydraulic circuit diagram showing a hydraulic control device for the automatic transmission.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Hydraulic operation engagement means 2 Shuttle valve 4 Lock-up control valve 10 Torque converter 11 Pump 12 Stator 13 Turbine 16 Lock-up piston 17 Lock-up oil chamber 20 Regulator valve 25 Manual valve 30 First hydraulic relief valve 35 Second hydraulic relief valve 40 Brake relief valve 45 Switching valve 58 Shuttle valve

Claims (1)

(57) [Claims] A hydraulic operating engagement means for setting a gear position, two solenoid valves for controlling supply of operating hydraulic pressure to the hydraulic operating engagement means, and an operating hydraulic pressure output from the two solenoid valves. Shuttle valve means for collecting and supplying to the hydraulically operating engagement means, and manual valve means disposed in an oil path connecting the two solenoid valves and the shuttle valve means for controlling opening and closing of the oil path. The manual valve means is operated externally to perform range switching, and connects the solenoid valve and the shuttle valve means in a predetermined shift range. The shuttle valve means simultaneously operates operating hydraulic pressure from the two solenoid valves. Is supplied, the two hydraulic pressures are collected and supplied to the hydraulically operating engagement means, and the two A hydraulic control device for an automatic transmission, wherein when one of the hydraulic valves is supplied with operating hydraulic pressure, only one of the operating hydraulic pressure is supplied to the hydraulic operating engagement means. .