JP3354873B2 - Hydraulic control device for automatic transmission for vehicles - 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 a vehicular automatic transmission, and more particularly to a device for preventing a plurality of engagement elements from being in a multiple meshing state (interlock).

[0002]

2. Description of the Related Art Conventionally, in order to prevent an interlock in which an engagement element that needs to be engaged to achieve a certain shift speed and another engagement element are simultaneously erroneously engaged, any one of the engagement elements is required. Switching valves for forcibly releasing elements are known. As a hydraulic control device for an automatic transmission equipped with such a switching valve, one described in Japanese Patent Application Laid-Open No. 7-293694 is known. This automatic transmission has a low reverse brake and 2-4
An interlock is generated when the brakes are simultaneously engaged and when the low reverse brake and the 3-4 clutch are simultaneously engaged. Occasionally, the 2-4 brake is an engagement element that engages at the second and fourth speeds, and the 3-4 clutch is an engagement element that engages at the third and fourth speeds. And
A low reverse brake and a 2-4 brake are selectively connected to a solenoid valve, and a switching valve that operates to release the other when one of the low reverse brake and the 3-4 clutch is engaged is provided. , Provided over the working oil passage to the engagement element. As a result, pressure adjustment of the low reverse brake and the 2-4 brake and prevention of interlock are achieved.

[0003]

In the case of the above hydraulic control device, there is an advantage that one solenoid valve can be used for hydraulic control of the low reverse brake and the 2-4 brake, but the output of the solenoid valve is Since the hydraulic pressure is supplied to the low reverse brake or the 2-4 brake via the switching valve, there is a drawback that the oil passage becomes long and the responsiveness is reduced. In particular, since the 2-4 brake is an engagement element that repeatedly engages and disengages frequently during traveling in the D range, a decrease in responsiveness is likely to cause a shift shock.

Accordingly, an object of the present invention is to provide a vehicle in which responsiveness is improved by reliably preventing interlock, reducing the number of solenoid valves, and shortening an oil passage from a hydraulic control valve to an engagement element. To provide a hydraulic control device for an automatic transmission for a vehicle.

[0005]

In order to achieve the above object, the present invention has at least first to third engaging elements, and the first and second engaging elements are simultaneously engaged. In an automatic transmission for a vehicle, which is in an interlock state when the first engagement element and the third engagement element are simultaneously engaged with each other, the oil connecting the hydraulic power source and the first engagement element A first hydraulic control valve that is provided in the road and controls the pressure of supply hydraulic pressure to the first engagement element in accordance with an operation state of the vehicle; and an oil path that connects the hydraulic source and the second engagement element. A second hydraulic control valve, which is provided in the vehicle and controls the pressure of the supply hydraulic pressure to the second engagement element in accordance with the operation state of the vehicle, and an oil passage connecting the hydraulic source and the third engagement element. A third hydraulic control valve, which is provided for adjusting the supply hydraulic pressure to the third engagement element according to the driving state of the vehicle, and a first hydraulic control valve. A second valve for operating a second hydraulic control valve, a solenoid valve for generating a common signal hydraulic pressure, and a first hydraulic pressure control valve, which is provided across an oil passage connecting the hydraulic pressure source and the first to third engagement elements. A switching valve for selectively supplying and discharging hydraulic pressure to the engagement element and the second and third engagement elements, and the switching valve is provided closer to the hydraulic pressure source than the second and third hydraulic control valves. And a third valve in the middle of an oil passage connecting the switching valve and the second hydraulic control valve.
A hydraulic control device for an automatic transmission for a vehicle, characterized in that an oil passage to the hydraulic control valve is branched.

[0006] The switching valve is provided astride an oil passage connecting the hydraulic pressure source and the first to third engagement elements, and includes a first engagement element, a second engagement element, and a third engagement element. To selectively supply and discharge hydraulic pressure. Therefore, while the hydraulic pressure is being supplied to the first engagement element, the hydraulic pressure to the second and third engagement elements is discharged,
Conversely, while the hydraulic pressure is being supplied to the second and third engagement elements, the hydraulic pressure to the first engagement element is discharged. Therefore, the interlock can be reliably prevented.

Further, as described above, since the switching valve prevents the hydraulic pressure from being supplied to the first engagement element and the second engagement element at the same time, the first hydraulic control valve and the second hydraulic control valve are connected to each other. The hydraulic control valve and the same solenoid valve (first solenoid valve) can be controlled. Therefore, the number of solenoid valves can be reduced, and the oil passage can be simplified.

The switching valve for preventing the interlock is provided on the hydraulic pressure source side with respect to the second and third hydraulic control valves, and the third hydraulic pressure is provided in the oil passage connecting the switching valve and the second hydraulic control valve. The oil passage to the control valve branches. In other words, even if the second and third engagement elements repeatedly engage and disengage during forward traveling, the hydraulic control valve is provided downstream of the switching valve, that is, at a position close to the engagement element. The second and third
The hydraulic path from the hydraulic control valve to the second and third engagement elements can be shortened, and the response of hydraulic pressure to these engagement elements can be improved.

The first engagement element is engaged at the time of retreat and at the first speed in the L range, and the second and third engagement elements are engaged.
When one or both of the engagement elements of the first and second hydraulic control valves are engaged at the second to fourth speeds in the D and L ranges, the first hydraulic control valve and the second hydraulic control valve are connected by the same solenoid valve. It is easy to control and the working area does not interfere. In addition, the second and third engagement elements are used during forward running (the second and third ranges of the D and L ranges).
Since the engagement and disengagement are frequently repeated (at the time of the fourth speed), the responsiveness can be improved and the shift shock can be avoided by providing the second and third hydraulic control valves downstream of the switching valve.

It is desirable to provide a solenoid valve for generating a signal oil pressure for switching the switching valve. In this case, since the switching valve can be operated under arbitrary conditions, the switching valve can be used for other purposes. For example, a function to check the operation of another interlock prevention valve (fail-safe valve) at the time of transition to switching to the R range, or to ensure the first speed when the supply oil passage system of the starting clutch (C2 clutch) fails. Can be added.

[0011]

FIG. 1 shows an example of an automatic transmission for a vehicle according to the present invention. This automatic transmission includes a torque converter 1, an input shaft 2, to which engine power is transmitted via the torque converter 1, three clutches C1 to C3, two brakes B1, B2, a one-way clutch F, a Ravigneaux type planetary gear. A mechanism 4, an output gear 5, an output shaft 7, a differential device 8, and the like are provided.

The forward sun gear 4a of the planetary gear mechanism 4
And the input shaft 2 are connected via a C1 clutch.
The rear sun gear 4b and the input shaft 2 are connected via a C2 clutch. The carrier 4c is connected to the intermediate shaft 3,
The intermediate shaft 3 is connected to the input shaft 2 via a C3 clutch. The carrier 4c is a B2 brake and a carrier 4c.
and c is connected to the transmission case 6 via a one-way clutch F that allows only forward rotation (engine rotation direction). The carrier 4c supports two types of pinion gears 4d and 4e, the forward sun gear 4a meshes with a long pinion 4d having a long shaft length, and the rear sun gear 4b is connected to a long pinion 4 via a short pinion 4e having a short shaft length.
is engaged with d. The ring gear 4f that meshes with only the long pinion 4d is connected to the output gear 5. The output gear 5 is connected to a differential 8 via an output shaft 7.

The automatic transmission has clutches C1, C2,
C3, brakes B1, B2 and one-way clutch F
As shown in FIG. 2, four forward speeds and one reverse speed are realized by the operation of. In FIG. 2, ● indicates the operation state of the hydraulic pressure. The B2 brake is engaged at the time of retreat and at the first speed of the L range. FIG. 2 shows first to fourth to be described later.
The operating states of the solenoid valves (SOL1 to SOL4) 22 to 25 are also shown. ○ indicates an energized state, X indicates a non-energized state, and △ indicates a temporary energized state. This operation table shows the operation in the steady state.

FIG. 3 shows an example of a hydraulic control device used in the automatic transmission. The hydraulic control device includes an oil pump 10, a regulator valve 11, a manual valve 1
2. Solenoid modulator valve 13, sequence valve 15, fail-safe valve 16, B1 pressure control valve 17, C2 pressure control valve 18, C2 lock valve 1.
9, a C3 pressure control valve 20, a B2 pressure control valve 21, first to fourth solenoid valves 22 to 25, and the like.

The first solenoid valve 22 is for B1 brake control, the second solenoid valve 23 is for C2 clutch control, and the third solenoid valve 24 is for C3 clutch control and B2 brake control. The reason is that the B2 brake does not operate in the D, 2 range,
This is because it is used only in the engine brake control in the range and the transient control in the R range, and does not interfere with the C3 clutch operated in the D range. The fourth solenoid valve 25 is a valve for switching the sequence valve 15 at the time of switching transition between the L range (first speed) and the R range. As described above, the first to third solenoid valves 22 to
For performing delicate hydraulic control, a duty control valve or a linear solenoid valve may be used, and an ON / OFF switching valve may be used for the fourth solenoid valve 25.

The regulator valve 11 is an oil pump 1
The discharge pressure of 0 a valve pressure regulated to a predetermined line pressure P _L, the manual valve 12, and supplies the line pressure P _L to the solenoid modulator valve 13, B2 pressure control valve 21. As shown in FIG. 4, the regulator valve 11 includes a spool 11b urged rightward by a spring 11a, and a plug 11c separate from the spool 11b is provided at the left end. The discharge pressure of the oil pump 10 is input to the port 11d, and the port 11e is connected to the suction side of the oil pump 10. The line pressure P _L is fed back to the right end of the port 11f. The C1 clutch pressure _PC1 is input to the left end port 11h only during reverse (R), and the line pressure during reverse is adjusted to be higher than during forward travel.

The manual valve 12 changes the spool 12a to L, 2, D, N,
The range can be switched between R and P. Then, selectively outputs the line pressure P _L input from the input port 12b from the output port 12c, or the output 12d for backward for forward.

The solenoid modulator valve 13 is a valve for supplying a constant original pressure to each of the solenoid valves 22 to 25, and has a spool 13b urged leftward by a spring 13a as shown in FIG. The input port 13c is input line pressure P _L from regulator valve 11, the solenoid modulator pressure Psm each solenoid valve 22-2 from the output port 13d
5 and output to the right end signal port 19c of the C2 lock valve 19. The port 13e is a drain port. The output pressure Psm is fed back to the left end port 13f, whereby the solenoid modulator pressure Ps
m is adjusted to a hydraulic pressure corresponding to the load of the spring 13a.

The B1 pressure control valve 17 is a pressure regulating valve for controlling the B1 brake pressure P _B1 , as shown in FIG.
Spool 1 urged left by spring 17a
7b, and the signal pressure P _s1 is input from the first solenoid valve 22 to the left end port 17c. Port 17d is a drain port. Output port 17e is B
The input port 17f is connected to a port 16i of a fail-safe valve 16 described later. Further, the output pressure P _B1 is fed back to the right end port 17h. Therefore, the output pressure P _B1 becomes the signal pressure P
_The pressure is adjusted to the oil pressure proportional to _s1 .

The fail-safe valve 16 is a valve for preventing multiple meshing (interlock) in which the C2 and C3 clutches and the B1 brake are simultaneously engaged during traveling in the D range. Specifically, the solenoid valve 22
3 engaging elements C2, C3, B due to malfunctions of ~ 25, failure of electronic control circuit, sticks of various valves, etc.
When the hydraulic pressure is simultaneously supplied to the first gear, the third gear state is forcibly set by releasing the hydraulic pressure P _{B1 of the} B1 brake.

As shown in FIG. 5, the fail-safe valve 16 is provided with a spool 16b urged rightward by a spring 16a.
b is the right position (first switching position) as shown in the upper side of the drawing
As shown in the lower part of the drawing, the switch is made to the left (second switch position) only at the time of transition to the R range and at the time of interlock. C3 clutch pressure P _c3 or R range pressure P _R is selectively input to the right end port 16c, the port 16d
C2 clutch pressure P _C2 is input to, the port 16e is input B1 brake pressure P _B1, it pushed the spool 16b is to the left by these hydraulic. The left end of the port 16j accommodating the spring 16a the line pressure P _D at the time of forward movement is constantly input, the line pressure P _D at the time of even advanced port 16h
Is input via the sequence valve 15. Therefore, the spool 16b is pushed rightward by these hydraulic pressures. The port 16i is connected to the input port 17f of the B1 pressure control valve 17. Port 161 is a drain port. In addition, as shown in FIG. 6, in addition to the above ports, the fail-safe valve 16 includes ports 16f, B to which a reverse hydraulic pressure, that is, a C1 clutch pressure _PC1 is input.
It has a port 16g connected to the drain port 21d of the two-pressure control valve 21, a drain port 16k, and the like.

The sequence valve 15 is a switching valve of the present invention, and has the following functions. That is, since the third solenoid valve 24 is also used for controlling the C3 clutch and the B2 brake, a function of switching the original pressures of the B2 pressure control valve 21 and the C3 pressure control valve 20 and a B1 brake pressure and a C3 brake when the B2 brake pressure is applied. function of preventing the interlock by drain the original pressure of the clutch pressure, the R range pressure P _R directly from the manual valve 12 is in the reverse range B
B2 pressure control valve 2 in the L range.
The function of supplying the hydraulic pressure adjusted to the B2 brake via the switch ₁ and guiding the R range pressure PR to the right end port 16c of the fail-safe valve 16 at the time of transition to the reverse range to detect a malfunction of the fail-safe valve 16 Function, second
It has a function of ensuring the first speed when the solenoid valve 23 or the C2 pressure control valve 18 is malfunctioning.

This sequence valve 15 is shown in FIG.
As described above, the switch urged left by the spring 15a
It has a pool 15b, and is connected to the leftmost signal port 15c.
The input signal pressure P of the fourth solenoid valve 25_S4By
To the right. That is, the spool 15b is
As shown on the underside, to L range 1st gear and R range
Is switched to the right only at the time of the switching transition. port
15d, the C2 clutch pressure P from the C2 pressure control valve 18
_C2Is input, and the port 15e is connected to the C2 clutch.
ing. Port 15f is in front of manual valve 12.
Line pressure P when moving _D Is entered. Port 15g is
Connected to the port 16h of the fail-safe valve 16,
Line pressure P when moving forward_D Is output. Port 15h
It is a drain port. Port 15i has a B2 pressure control
B2 brake pressure P from lube 21_B2Is entered and port 1
5j is connected to the B2 brake. To port 15k
Is the line pressure P during retreat_R Is entered and the C1
Switch is also connected. Port 15l is fail-safe
Port 16c is connected to the right end port 16c of the
5m is connected to the C3 clutch.

The B2 pressure control valve 21 is a pressure regulating valve for controlling the B2 brake pressure P _B2 , and has a spool 21b urged leftward by a spring 21a.
From the third solenoid valve 24 to the left end port 21c,
When the signal pressure P _S3 is input at the time of the range, the port 21 d
Is connected to the port 16g of the fail-safe valve 16. The port 21e is connected to the B2 brake via the sequence valve 15, and has a role of supplying the oil pressure P _B2 to the B2 brake at the time of the first shift of the L range and at the time of transition to the R range. The line pressure P _L is input to the port 21f, and the output pressure P _B2 is fed back to the right end port 21g containing the spring 21a.

Since the port 21d is connected to the C1 clutch via the fail-safe valve 16 during forward running, it is drained. Also, left end port 2
1c, the signal pressure P of the third solenoid valve 24
_{Since S3 is} also drained, the spool 21b is at the left end position as shown in the lower part of FIG. Therefore, the hydraulic pressure P _B2 to the B2 brake is also drained.

On the other hand, at the time of transition from the P and N ranges to the R range, the fourth solenoid valve 25 is temporarily turned on.
Therefore, the sequence valve 15 is temporarily switched to the right side, and the right end port 16
By high receding pressure P _R to c is input, the fail-safe valve 16 also temporarily switched to the left side, the port 21d of the B2 pressure control valve 21 is drained. Also,
Since the signal pressure P _S3 is input from the third solenoid valve 24 to the left end port 21c, the spool 21b is held at the position shown in the upper part of FIG. 6, and the output pressure P _B2 is proportional to the signal pressure P _S3 and the line pressure. The pressure is adjusted to a hydraulic pressure lower than P _L.
As described above, the B2 pressure control valve 21 has a function of gradually increasing the hydraulic pressure P _B2 to the B2 brake during the transition to the R range, that is, reducing the switching shock by delaying the engagement from the C1 clutch. are doing.

The C2 pressure control valve 18 has a C2 clutch pressure P
_This is a valve for controlling _C2 . The spool 18 is biased leftward by a spring 18a as shown in FIG.
b. The line pressure P _D during forward movement is input to the input port 18c, and the C2 clutch pressure P _C2 is output from the output port 18d. Line pressure P _D at the time of the signal pressure P _s2 or advancement of the second solenoid valve 23 via the C2 lock valve 19 at the left port 18e is input. In addition,
18f is a drain port. Output pressure P _C2 is fed back to the right end port 18g spring 18a is accommodated, the output pressure P _C2 is pressure is adjusted to a hydraulic proportional to the signal pressure P _s2.

The C2 lock valve 19 supplies the signal pressure _Ps2 of the second solenoid valve 23 to the left end port 18e of the C2 pressure control valve 18 at the time of starting transition, and is maximum during traveling (first to third speeds). a valve for switching to supply the hydraulic pressure P _D. The lock valve 19 has a spool 19b urged rightward by a spring 19a as shown in FIG. 7, and is pushed leftward by a solenoid modulator pressure Psm input to a signal port 19c at the right end. The input port 19d has a line pressure P _D during forward movement.
Is input, and the output port 19e is connected to the C2 pressure control valve 18.
Is connected to the left end port 18e. Then, the left two ports 19f, the 19g is input the signal pressure P _s2 of the second solenoid valve 23.

At the start of starting, the second solenoid valve 23
Since the signal pressure P _s2 is low than the solenoid modulator pressure Psm, spool 19b is on the left position, the port 19
The signal pressure P _s2 is supplied to the left end port 18e of the C2 pressure control valve 18 via the g and 19e to control the slipping of the C2 clutch and start gently. On the other hand, when the vehicle is shifted to the running state after the start is completed, P _s2 = Psm, so the spool 19
b is switched to the right position by the spring 19a,
The line pressure P _D at the time of forward movement is supplied to the left end port 18e of the C2 pressure control valve 18 to securely fasten the C2 clutch.
Further, when the vehicle enters the fourth speed state, the second solenoid valve 23
Of the C2 pressure control valve 18 is drained through the ports 19g and 19e, and the signal pressure P _s2 is drained.
The two clutches are released.

The C3 pressure control valve 20 is a valve for controlling the C3 clutch pressure _PC3 , and as shown in FIG. 7, a spool 20b urged leftward by a spring 20a.
It has. The left end port 20c is connected to the third solenoid valve 24, and receives a signal pressure _Ps3 thereof. Therefore, at the first and second speeds, the spool 20b is at the lower position in FIG. 7, and at the third and fourth speeds, the spool 20b is at the upper position in FIG. Port 20d is a drain port, port 2
0e is the output port connected to the C3 clutch, and the port 20f line pressure P _D at the time of forward movement is input. The output pressure _PC3 is fed back to the right end port 20g in which the spring 20a is disposed.

Here, the operation of the sequence valve 15 will be described with reference to FIG. The hydraulic pressure output from the hydraulic pressure source is supplied to the B2 pressure control valve 21 and also to the C3 pressure control valve 20 and the B1 pressure control valve 17 via the sequence valve 15. And C3
The oil pressure adjusted by the pressure control valve 20 is supplied to the C3 clutch, and the oil pressure adjusted by the B1 pressure control valve 17 is changed to B1.
Supplied to the brake. The hydraulic pressure adjusted by the B2 pressure control valve 21 is supplied to the B2 brake via the sequence valve 15.

Since the sequence valve 15 has a function of selectively switching the supply oil path of the B2 brake and the supply oil path of the C3 clutch and the B1 brake, when one of the hydraulic pressures is supplied, the other is reliably discharged (drain). Is done. Therefore, simultaneous engagement of the B2 brake and the C3 clutch or simultaneous engagement of the B2 brake and the B1 brake cannot occur, and interlock can be prevented. Further, since the sequence valve 15 switches between the supply oil path of the B2 brake and the supply oil path of the C3 clutch, the B2 pressure control valve 21
And the solenoid valve 24 that generates a signal oil pressure to the C3 pressure control valve 20 can be shared by one. Therefore, the number of solenoid valves can be reduced.

Since the sequence valve 15 is provided on the upstream side of the C3 pressure control valve 20 and the B1 pressure control valve 17, that is, on the hydraulic pressure source side, the C3 pressure control valve 20 and the B1 pressure control valve 17 are respectively connected to the C3 clutch. And B1 brake. That is, an oil passage from the C3 pressure control valve 20 to the C3 clutch,
Since the oil passage from the B1 pressure control valve 17 to the B1 brake can be shortened, the responsiveness of the hydraulic pressure to the C3 clutch and the B1 brake can be improved. In particular, since the C3 clutch and the B1 brake are engagement elements that are repeatedly engaged and disengaged frequently during forward traveling, shift shock can be reduced by improving responsiveness.

Next, a method of checking the operation of the fail-safe valve 16 using the sequence valve 15 will be described.
First, when the shift lever is switched from the P or N range to the R range, the fourth solenoid valve 25 is turned on.
Let it. As a result, the signal pressure P _S4 of the fourth solenoid valve 25 is input to the left end port 15c of the sequence valve 15, and the spool 15b switches to the right. As a result, backward pressure P _R is applied to the right end port 16c of the fail-safe valve 16. Since the hydraulic P _R is higher than C3 clutch pressure P _C3, if the normal fail-safe valve 16, switched to the left side, to drain port 16g connected to the port 21d of the B2 pressure control valve 21. Therefore, the hydraulic pressure P _B2 proportional to the signal pressure P _S3 of the third solenoid valve 24 is supplied to the B2 brake, and the B2 brake is gently engaged. That is, while the C1 clutch is quickly engaged, the B2 brake is slowly engaged, so that there is little shock when switching to the R range. After a certain time, the fourth solenoid valve 25 is turned off, the sequence valve 15 is moved to the left position, and the fail-safe valve 1
6 returns to the right position, and the port 2 of the B2 pressure control valve 21
The C1 clutch pressure _PC1 is input to 1d, and a high oil pressure is supplied to the B2 brake via the ports 15k and 15i of the sequence valve 15. This high oil pressure does not cause slip even if a large torque acts on the B2 brake.

On the other hand, when the backward pressure P _R to the right end port 16c of the fail-safe valve 16 is applied, if the fail-safe valve 16 has caused failure operation, a locked state not switched the fail-safe valve 16 to the left Become. Therefore, the port 21 of the B2 pressure control valve 21
The C1 clutch pressure P _C1 is directly input to d, and the B2 brake is engaged simultaneously with the C1 clutch. for that reason,
The shock when switching to the R range is large, and the driver can know that an abnormality has occurred. Then the fourth
The solenoid valve 25 is turned off. It should be noted that even if the fail-safe valve 16 malfunctions, the B2 brake can be normally engaged, so that there is no hindrance to reverse travel.

Next, the operation of the sequence valve 15 when an operation failure occurs in the supply oil passage system of the C2 clutch will be described. First, when the second solenoid valve 23 and the C2 pressure control valve 18 is operating normally, supplied to the C2 clutch through the ports 15d, 15e of the output pressure P _C2 is sequence valve 15 C2 pressure control valve 18 And
The C2 clutch is engaged at the first to third speeds.

However, when the second solenoid valve 23 or the C2 pressure control valve 18 sticks to the drain side, no hydraulic pressure is supplied to the C2 clutch, and
In some cases, only the high speed state can be configured and the vehicle cannot start. The drain side stick also occurs at the time of N and R. In this case, since it is impossible to shift from N → 1, 4 → 3, 4 → 2, it is determined that the supply oil passage system of the C2 clutch is defective. And at the 4th speed, first the third solenoid valve 2
4 is turned on, and then the fourth solenoid valve 25 is turned on.
Then, the signal pressure _Ps4 is input to the left end port 15c of the sequence valve 15. That is, the spool 15b of the sequence valve 15 is switched to the right, closes the port 15d, the port 15e is the line pressure P _D is connected to the port 15f to be input. Therefore, the line pressure P _D to the C2 clutch is supplied directly, the C2 clutch is fastened. At the same time, the port 15g in the middle of the oil supply path to the C3 clutch and the B1 brake is connected to the drain port 15h.
, The C3 clutch and the B1 brake are released. As a result, the vehicle enters the first speed state, and the vehicle can start reliably even on a slope.

The present invention is not limited to the above embodiment. In the above embodiment, three clutches C1 to C3 and 2
Although the automatic transmission having the brakes B1 and B2 has been described, the invention is not limited to this, and the present invention is applicable to any automatic transmission having at least three or more engagement elements.

In the above embodiment, the sequence valve 1
The solenoid valve 25 is used to operate the valve 5. For example, by supplying a hydraulic pressure that rises during the L range to the left end port 15 c of the sequence valve 15,
The sequence valve 15 may be switched to the right only in the range. In this case, for example, a port for outputting hydraulic pressure in the L range may be provided in the manual valve 12, and hydraulic pressure may be supplied to the left end port 15c of the sequence valve 15 from this port.

In the present invention, the first engagement element is B
The second engagement element is a C3 clutch, the third engagement element is a B1 brake, but the present invention is not limited to this. For example, the second engagement element may be a B1 brake and the third engagement element may be a third brake.
The engagement element may be a C3 clutch.

In the above embodiment, the B2 pressure control valve 21 is provided upstream of the sequence valve 15, that is, on the hydraulic pressure source side in order to supply hydraulic pressure to the B2 brake without passing through the B2 pressure control valve 21 at the time of R. , May be provided downstream of the sequence valve 15. However, such a configuration as in the embodiment is desirable because the operation time of the third solenoid valve 24 can be shortened.

A B1 pressure control valve 17 and a first solenoid valve 2 are provided as hydraulic control valves in the supply oil passage system of the B1 brake.
Although 2 is provided, it is also possible to integrate them and constitute a single solenoid valve. As the solenoid valve, a known solenoid valve such as a duty solenoid valve or a linear solenoid valve can be used.

[0043]

As is apparent from the above description, according to the present invention, the switching valve is provided so as to extend over the oil passage connecting the hydraulic pressure source and the first to third engagement elements. While the oil pressure is being supplied to the first engagement element, the oil pressure to the second and third engagement elements is discharged, and conversely, the oil pressure is being supplied to the second and third engagement elements. During this time, the hydraulic pressure to the first engagement element is discharged.
Therefore, the interlock can be reliably prevented.

Since the switching valve prevents the hydraulic pressure from being supplied to the first engagement element and the second engagement element at the same time, the first hydraulic control valve and the second hydraulic control valve are Can be controlled by the same solenoid valve. Therefore, the number of solenoid valves can be reduced, and the oil passage can be simplified.

Further, since the switching valve is provided on the hydraulic pressure source side with respect to the second and third hydraulic control valves, the oil from the second and third hydraulic control valves to the second and third engagement elements is provided. The path can be shortened, and the responsiveness of hydraulic pressure to these engagement elements can be increased.

[Brief description of the drawings]

FIG. 1 is a schematic mechanism diagram of an example of an automatic transmission for a vehicle according to the present invention.

FIG. 2 is an operation table of each engagement element and a solenoid valve of the automatic transmission of FIG. 1;

FIG. 3 is an overall circuit diagram of a hydraulic control device of the automatic transmission shown in FIG.

FIG. 4 is a circuit diagram of a regulator valve, a manual valve, and a solenoid modulator valve in the hydraulic control device of FIG. 3;

FIG. 5 is a circuit diagram of a B1 pressure control valve and a fail-safe valve in the hydraulic control device of FIG.

6 is a circuit diagram of a fail-safe valve, a sequence valve, and a B2 pressure control valve in the hydraulic control device of FIG.

FIG. 7 is a circuit diagram of a C2 pressure control valve, a C2 lock valve, and a C3 pressure control valve in the hydraulic control device of FIG. 3;

FIG. 8 is a schematic circuit diagram showing a main part of the present invention.

[Explanation of symbols]

 B2 brake (first engagement element) C3 clutch (second engagement element) B1 brake (third engagement element) 15 sequence valve (switching valve) 17 B1 pressure control valve (third hydraulic control valve) 20 C3 pressure control valve (second hydraulic control valve) 21 B2 pressure control valve (first hydraulic control valve) 22 first solenoid valve 24 third solenoid valve (solenoid valve) 25 fourth solenoid valve (solenoid valve)

Continuation of the front page (56) References JP-A-7-293694 (JP, A) JP-A-8-320068 (JP, A) JP-A-4-331862 (JP, A) JP-A-10-132064 (JP) , A) JP-A-8-105529 (JP, A) (58) Fields investigated (Int. Cl. ⁷ , DB name) F16H 59/00-61/12 F16H 61 16-61/36 F16H 63/00- 63/48

Claims (3)

(57) [Claims] 1. It has at least first to third engagement elements,
An automatic vehicle vehicle that is in an interlock state when the first engagement element and the second engagement element are simultaneously engaged and when the first engagement element and the third engagement element are simultaneously engaged. In a transmission, a first hydraulic pressure control provided in an oil passage connecting a hydraulic pressure source and a first engagement element to control a pressure supplied to the first engagement element in accordance with an operation state of the vehicle A second hydraulic control valve provided in an oil passage connecting the valve, the hydraulic pressure source and the second engagement element, for controlling pressure adjustment of a supply hydraulic pressure to the second engagement element in accordance with an operation state of the vehicle A third hydraulic control valve provided in an oil passage connecting the hydraulic pressure source and the third engagement element, for controlling pressure adjustment of a supply hydraulic pressure to the third engagement element according to an operation state of the vehicle; ,
A solenoid valve for generating a common signal oil pressure for operating the first oil pressure control valve and the second oil pressure control valve;
To an oil passage connecting the third engagement element to the third engagement element;
A switching valve for selectively supplying and discharging the hydraulic pressure to the first engagement element and the second and third engagement elements, wherein the switching valve is provided by a hydraulic power source And an oil path to a third hydraulic control valve is branched in the middle of an oil path connecting the switching valve and the second hydraulic control valve. Control device. The first engagement element engages during retreat and at the first speed in an L range, and the second and third engagement elements engage D, L
The hydraulic control device for an automatic transmission for a vehicle according to claim 1, wherein one or both of the first and second gears are engaged at the second to fourth speeds of the range. 3. The hydraulic control apparatus for an automatic transmission for a vehicle according to claim 1, further comprising a solenoid valve for generating a signal hydraulic pressure for switching the switching valve.