JP3404303B2 - 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 an automatic transmission.

[0002]

2. Description of the Related Art Conventionally, an automatic transmission used in a vehicle such as an automobile includes a transmission including a planetary gear unit and the like, and the transmission includes a plurality of friction engagement elements such as clutches and brakes. By engaging and disengaging the friction engagement elements in a predetermined combination, rotation is selectively output from gear elements such as the sun gear, ring gear, and carrier of the planetary gear unit to achieve a plurality of shift stages. .

The friction engagement element is disengaged by actuating a hydraulic servo in the hydraulic circuit. And
The hydraulic servo includes a hydraulic servo drum having an outer peripheral wall and an inner peripheral wall, an annular piston slidably fitted in the hydraulic servo drum, and the like. The annular piston is moved by supplying / discharging oil to / from the apply oil chamber formed between and, and the frictional engagement element arranged so as to face the annular piston is disengaged.

Further, various solenoid valves, switching valves, etc. are arranged in the hydraulic circuit, and when a solenoid of a predetermined solenoid valve is turned on / off, the predetermined switching valve is switched and connected to the switching valve. The hydraulic pressure is supplied to the hydraulic servo. By the way, in the automatic transmission configured as described above,
In order to achieve a certain shift speed, one or more predetermined friction engagement elements can be engaged, but it is not necessary to engage due to a failure (abnormality) occurring in the solenoid valve. When the frictional engagement element is engaged, an interlock occurs in the transmission.

When hydraulic pressure is supplied to the hydraulic servo of the friction engagement element that does not need to be engaged, a predetermined switching valve is switched by the hydraulic pressure and hydraulic pressure is supplied to the hydraulic servo of the friction engagement element. There is provided a hydraulic circuit for stopping the transmission and preventing an interlock from occurring in the transmission (see Japanese Patent Laid-Open No. 63-210443).

[0006]

However, in the above-mentioned conventional automatic transmission, when the frictional engagement element that does not need to be engaged is engaged, that is, at the time of on-fail, the transmission is interlocked. Although it can be prevented from occurring, it is not possible to prevent the interlock from occurring in the transmission when the frictional engagement element that needs to be engaged is not engaged, that is, at the time of off-failure. .

In this case, the automatic transmission is in a neutral state, power cannot be transmitted by the automatic transmission, and the vehicle cannot run. The present invention solves the problems of the conventional automatic transmission described above, and when the solenoid valve fails, the power can be reliably transmitted and the hydraulic pressure of the automatic transmission that allows the vehicle to travel. An object is to provide a control device.

[0008]

To this end, in the hydraulic control device for an automatic transmission according to the present invention, a plurality of friction engagement elements are engaged and disengaged with the supply and discharge of hydraulic pressure. A plurality of hydraulic servos, a solenoid valve for generating a predetermined hydraulic pressure, and supplying the predetermined hydraulic pressure to a hydraulic servo selected corresponding to the gear stage to be achieved, and in a normal state of the solenoid valve When the hydraulic pressure is supplied from the solenoid valve and the solenoid valve fails and power cannot be transmitted, the hydraulic pressure is stopped and the fail-safe hydraulic pressure is generated. Fail-safe means for supplying fail-safe hydraulic pressure to at least two hydraulic servos selected to achieve the step.

In another hydraulic control system for an automatic transmission according to the present invention, the fail-safe means is a switching valve. In still another hydraulic control device for an automatic transmission according to the present invention, the switching valve further includes a first position for supplying the predetermined hydraulic pressure to a selected hydraulic servo, and the fail-safe hydraulic pressure. Takes a second position to supply to the selected hydraulic servo.

In still another hydraulic control system for an automatic transmission according to the present invention, the switching valve is provided between a solenoid valve and a hydraulic servo to which a predetermined hydraulic pressure generated by the solenoid valve is supplied. Is installed in. In still another hydraulic control device for an automatic transmission according to the present invention,
Further, when the hydraulic pressure is generated to supply to the hydraulic servo other than the hydraulic servo selected according to the gear stage to be achieved, the hydraulic pressure to at least one of the hydraulic servos is changed. It has a shutoff valve that shuts off the supply.

In still another hydraulic control system for an automatic transmission according to the present invention, when hydraulic pressure is generated to supply hydraulic servos other than the hydraulic servo selected to apply the engine brake, , A shutoff valve that shuts off the supply of hydraulic pressure to at least one of the hydraulic servos. In still another hydraulic control device for an automatic transmission according to the present invention, the shut-off valve is arranged upstream of the solenoid in the oil passage.

In still another hydraulic control device for an automatic transmission according to the present invention, the shutoff valve further includes two spools.

[0013]

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. 2 is a conceptual diagram of the automatic transmission according to the first embodiment of the present invention, and FIG. 3 is a diagram showing an operation table of the automatic transmission according to the first embodiment of the present invention. In the figure, 11 is an automatic transmission, and the automatic transmission 11 includes a front planetary gear unit 25, a rear planetary gear unit 26, and a planetary gear unit 33 as gear elements, and a first clutch C1 and a second clutch C1 as friction engagement elements. It has a clutch C2, a third clutch C3, a fourth clutch C0, a first brake B1, a second brake B2 and a third brake B3.

A torque converter 12 transmits the rotation in the direction of arrow A generated by driving an engine (not shown) to the automatic transmission 11.
Is a transmission that changes the speed of the rotation transmitted from the torque converter 12 and outputs the rotation. The torque converter 12
Is a pump impeller 15 that is connected to an output shaft 14 that outputs the rotation of the engine, a turbine runner 17 that is connected to an input shaft 16 that inputs rotation to the transmission 13, a stator 19 that is mounted on a one-way clutch 18, The lockup clutch 20 includes a lockup clutch 20, a damper 21 and the like, which locks the output shaft 14 and the input shaft 16 when a predetermined condition is satisfied and connects the output shaft 14 and the input shaft 16.

The transmission 13 comprises a main transmission 23 and an auxiliary transmission 24. The main transmission 23 has a front planetary gear unit 25 and a rear planetary gear unit 26. The front planetary gear unit 25 rotatably supports a sun gear SF, a ring gear RF arranged concentrically with the sun gear SF, a pinion PF meshed with the sun gear SF and the ring gear RF, and the pinion PF. Carrier CF. On the other hand, the rear planetary gear unit 26
Is a sun gear SR, a ring gear RR arranged concentrically with the sun gear SR, the sun gear SR and a ring gear R.
Pinion PR meshed with R, and the pinion PR
And a carrier CR for rotatably supporting.

Then, the carrier CF and the ring gear R
R is connected by a connecting element 27, and the carrier CR and ring gear RF are connected by a connecting element 28.
Further, the sun gear SF and the input shaft 16 are connected to the ring gear RF and the automatic transmission case 30 via the first clutch C1.
Are selectively connected via the second brake B2 and the first one-way clutch F1 that are arranged in parallel with each other, and the carrier CF and the counter drive gear 31 are also connected. Further, the sun gear SR and the input shaft 16 via the second clutch C2, the sun gear SR and the automatic transmission case 30 via the first brake B1,
The carrier CR and the input shaft 16 are selectively connected via the fourth clutch C0, and the carrier CR and the automatic transmission case 30 are selectively connected via the second brake B2 and the first one-way clutch F1 in which the carrier CR and the automatic transmission case 30 are arranged in parallel with each other. Connected to.

Further, the sub transmission 24 is provided with a planetary gear unit 33, and the planetary gear unit 33 is provided.
Is a sun gear SS, a ring gear RS arranged concentrically with the sun gear SS, the sun gear SS and a ring gear R.
Pinion PS meshed with S, and the pinion PS
The carrier CS rotatably supports the carrier. And
The sun gear SS and the carrier CS are selectively connected via the third brake C3 and the second one-way clutch F2, in which the sun gear SS and the automatic transmission case 30 are arranged in parallel with each other, and the sun gear SS and the carrier CS via the third clutch C3. Is connected to the ring gear RS and the counter driven gear 3
2 and are connected.

Further, the counter drive gear 31 and the counter driven gear 32 are meshed with each other so that the rotation of the main transmission 23 can be transmitted to the sub transmission 24. Further, the carrier CS and the counter shaft 34 are connected to each other, and the counter shaft 3
The output gear 35 fixed to 4 and the large ring gear 36 of the differential device 37 are meshed with each other. The differential device 37 includes right and left side gears 38, 3
9. A pinion 40 meshed with each of the side gears 38 and 39 is provided, and the rotation transmitted through the large ring gear 36 is distributed and transmitted to the drive shafts 41 and 42.

The first one-way clutch F1 has an outer race (not shown) fixed to the automatic transmission case 30, and becomes free when the inner race (not shown) tries to rotate in the same direction (forward direction) as the arrow A together with the carrier CR. When the inner race tries to rotate in the direction opposite to the arrow A direction (reverse direction), it is locked. Also,
The second one-way clutch F2 is locked when the outer race is fixed to the automatic transmission case 30 and the inner race tries to rotate in the forward direction together with the sun gear SS, and becomes free when the inner race tries to rotate in the reverse direction. .

Next, the operation of the automatic transmission 11 having the above structure will be described. In FIG. 3, SL1 to SL3 are first to third normally open solenoid valves, S
4, S5 are normally closed type fourth and fifth solenoid valves, DSL is a normally closed type sixth solenoid valve, C1 is a first clutch, C2 is a second clutch, C3 is a third clutch, and C0 is a third clutch. 4 clutches, B1 is the first brake, B2 is the second brake, B3 is the third brake, F1 is the first one-way clutch (OWC), F2
Is a second one-way clutch.

In the shift position, P is the parking range, R is the reverse range, N is the neutral range, D is the forward range, 3 is the third range, 2 is the second range, L is the low range, 1st is the first speed, and 2nd is the second range. 2nd speed, 3rd 3rd speed, 4th 4th speed, 5th 5th speed. Also, ○ indicates the first to third solenoid valves SL1 to SL1.
The SL3, the fourth and fifth solenoid valves S4 and S5, and the sixth solenoid valve DSL are in the ON state, and the first clutch C1, the second clutch C2, the third clutch C3, the fourth clutch C0, and the first brake are set. B1, the second brake B2, and the third brake B3 are in the engaged state, and the first and second one-way clutches F1, F
2 shows a locked state. Then, x indicates the OFF state in the first to third solenoid valves SL1 to SL3, the fourth and fifth solenoid valves S4 and S5, and the sixth solenoid valve DSL, and the first clutch C.
1, second clutch C2, third clutch C3, fourth clutch C0, first brake B1, second brake B2 and third
In the brake B3, the released state is the first and second states.
The one-way clutches F1 and F2 are in the free state. Further, ⊚ is turned on (ON) when the lockup clutch 20 (FIG. 2) is engaged (L-UP ON), and is turned off when the lockup clutch 20 is released (L-UP OFF). Indicates that it will be (OFF).

At the first speed in the forward range D,
The first clutch C1 and the third brake B3 are engaged. In this case, in the main transmission 23, the rotation of the engine (forward rotation) transmitted to the input shaft 16 is transmitted to the sun gear SF via the first clutch C1. Since the sun gear SF and the pinion PF are in mesh with each other,
The sun gear SF tries to rotate the carrier CF in the forward direction.
Since it is connected to the drive wheels 41 and 42 via the 1 and the auxiliary transmission 24, a reaction force is generated. As a result, the ring gear RF tries to rotate in the opposite direction. However, since the ring gear RF is connected to the first one-way clutch F1 via the connecting element 28, rotation in the reverse direction is prevented. As a result, the decelerated rotation in the positive direction is output from the carrier CF and transmitted to the auxiliary transmission 24 via the counter drive gear 31.

In the sub transmission 24, the counter driven gear 32 is rotated by the rotation of the counter drive gear 31.
As the ring is rotated in the opposite direction, the ring gear RS
Can also be rotated in the opposite direction. And the ring gear RS
The sun gear SS tries to rotate in the forward direction with the rotation of the second one-way clutch F.
Since it is connected to 2, rotation in the forward direction is prevented.
As a result, the auxiliary transmission 24 is placed in the underdrive state, and the positive first rotation is output from the carrier CS,
It is transmitted to the differential device 37 via the output gear 35.

At the second speed in the forward range D, the first clutch C1, the first brake B1 and the third brake B3 are engaged. In this case, in the main transmission 23, the sun gear SR is fixed as the first brake B1 is engaged. As a result, the decelerated rotation is output from the carrier CF and transmitted to the auxiliary transmission 24 via the counter drive gear 31.

Then, the auxiliary transmission 24 is placed in the underdrive state, and the rotation in the positive second speed is output from the carrier CS and transmitted to the differential device 37 via the output gear 35. Further, at the third speed in the forward range D, the first clutch C1, the fourth clutch C0 and the third clutch C1
The brake B3 is engaged. In this case, the main transmission 2
3, the front planetary gear unit 25 and the rear planetary gear unit 26 are directly connected to each other with the engagement of the first clutch C1 and the fourth clutch C0.
Rotation in the positive direction with a rotation speed equal to the rotation speed of the engine is output from the carrier CF and transmitted to the auxiliary transmission 24 via the counter drive gear 31.

The subtransmission 24 is placed in the underdrive state, and the rotation in the positive third speed is output from the carrier CS and transmitted to the differential device 37 via the output gear 35. Further, in the fourth speed of the forward range D, the fourth clutch C0, the first brake B1 and the third
The brake B3 is engaged. In this case, sun gear S
Since R is fixed and the forward rotation of the rotation speed equal to the rotation speed of the engine is transmitted to the carrier CR through the fourth clutch C0, the accelerated rotation is output from the ring gear RR and the carrier CF, and the counter is rotated. Drive gear 31
Is transmitted to the auxiliary transmission 24 via.

Then, the sub transmission 24 is placed in the underdrive state, and the rotation of the positive fourth speed is output from the carrier CS and transmitted to the differential device 37 via the output gear 35. Further, at the fifth speed in the forward range D, the third clutch C3, the fourth clutch C0, and the first clutch C3
The brake B1 is engaged. In this case, the main transmission 2
At 3, the sun gear SR is fixed, and the forward rotation of the rotation speed equal to the rotation speed of the engine is transmitted to the carrier CR via the fourth clutch C0. Therefore, the accelerated rotation is transmitted from the ring gear RR and the carrier CF. It is output and transmitted to the auxiliary transmission 24 via the counter drive gear 31.

Further, the auxiliary transmission 24 is placed in the overdrive state, and the planetary gear unit 33 is placed in the direct connection state with the engagement of the third clutch C3.
High-speed rotation is output from the carrier CS and transmitted to the differential device 37 via the output gear 35. Next, the hydraulic circuit will be described.

FIG. 1 is a right half view showing a hydraulic circuit according to the first embodiment of the present invention, and FIG. 4 is a left half view showing a hydraulic circuit according to the first embodiment of the present invention. In the figure,
C-1, C-2, C-3, C-0, B-1, B-2, B
-3 is the first clutch C associated with the supply and discharge of hydraulic pressure.
1, second clutch C2, third clutch C3, fourth clutch C0, first brake B1, second brake B2 and third
A hydraulic servo that engages and disengages the brake B3, and when a gear stage to be achieved is selected by a gear shift means of a control device (not shown), the hydraulic servos C-1 and C-2 corresponding to the gear gear stages are selected. , C-3, C-0, B-1, B-
A predetermined hydraulic servo of 2 and B-3 is selected, and a predetermined hydraulic pressure for apply is supplied to the selected hydraulic servo.

Further, 50 is a strainer, 51 is an oil pump for sucking and discharging the oil in an oil tank (not shown) through the strainer 50, 52 is a primary regulator valve, and the primary regulator valve 5
2 is a predetermined line pressure P by adjusting the hydraulic pressure in the oil passage L-1.
Generate _L. The line pressure P _L is supplied to the solenoid modulator valve 53 via the oil passage L-2 and is regulated by the solenoid modulator valve 53 to generate a solenoid modulator pressure.

The line pressure P _L generated by the primary regulator valve 52 is transferred to the oil passage L
-1, through L-3 to the fourth solenoid valve S4,
Fifth solenoid valve S via oil passages L-1 and L-4
5 is supplied. Further, the solenoid modulator pressure generated by the solenoid modulator valve 53 is transferred to the sixth solenoid valve D through the oil passage L-5.
The first solenoid valve S is connected to SL via the oil passage L-6.
L1 to the second solenoid valve S via the oil passage L-7.
L3 to the third solenoid valve S via the oil passage L-8.
It is supplied to L3.

Since the first to third solenoid valves SL1 to SL3 are normally open type solenoid valves, no signal hydraulic pressure is generated when each solenoid is turned on (energized), and each solenoid is operated. A signal hydraulic pressure is generated when it is turned off (non-energized).
Further, since the fourth and fifth solenoid valves S4, S5 and the sixth solenoid valve DSL are normally closed solenoid valves, a signal hydraulic pressure is generated when each solenoid is turned on (energized), No signal hydraulic pressure is generated when each solenoid is turned off (non-energized).

Further, the line pressure P _L is equal to the oil passage L-1.
From oil passage L-9, L-10 to manual valve 5
4 is supplied. The manual valve 54 is switched by operating a speed selecting device such as a shift lever or a switch (not shown), and when the forward drive range D (FIG. 3) is selected, the D range pressure P _{D is applied} to the oil passage L-11. , When the reverse range R is selected, the R range pressure P _{R is set} to the oil passage L-1.
2 respectively.

The first solenoid valve SL1 receives a first solenoid signal from the control device, regulates the solenoid modulator pressure supplied from the solenoid modulator valve 53, generates a signal hydraulic pressure, and outputs the signal hydraulic pressure. The oil is supplied to the B-1 control valve 55 via the oil passage L-15. Further, the second solenoid valve SL2 receives a second solenoid signal from the control device, regulates the solenoid modulator pressure supplied from the solenoid modulator valve 53, generates a signal hydraulic pressure, and outputs the signal hydraulic pressure. Supply to solenoid relay valve 56 via line L-16. Then, the third solenoid valve SL3 receives the third solenoid signal from the control device and receives the solenoid modulator valve 5
The solenoid modulator pressure supplied from 3 is adjusted,
A signal hydraulic pressure is generated, and the signal hydraulic pressure is supplied to the C-1 control valve 57 via the oil passage L-17.

Also, the fourth solenoid valve S4
Is turned on / off in response to the fourth solenoid signal from the control device, generates a signal hydraulic pressure, and supplies the signal hydraulic pressure to the 4-5 shift valve 61 via the oil passage L-18. Then, the fifth solenoid valve S5 is turned on / off in response to the fifth solenoid signal from the control device to generate a signal hydraulic pressure, and the signal hydraulic pressure is supplied to the solenoid relay valve 56 via the oil passage L-19. Supply. Further, the sixth solenoid valve DSL receives a sixth solenoid signal from the control device, regulates the solenoid modulator pressure supplied from the solenoid modulator valve 53, generates a signal hydraulic pressure, and outputs the signal hydraulic pressure to an oil passage. It is supplied to the solenoid relay valve 56 via L-22.

The solenoid relay valve 56 is switched by the signal hydraulic pressure supplied through the oil passage L-19, and takes the left half position at the third speed or higher, and the oil passage L-2.
1 and L-31 are communicated with each other, and the solenoid modulator pressure supplied through the oil passages L-5 and L-21 is supplied to the C-0 control valve 64, and the second speed or lower and 2-3 shifts are in progress. In the right half position, at oil passage L-1
6, the L-31 and the oil passages L-22, L-32 are communicated with each other, and the signal oil pressure supplied via the oil passage L-16 is C-
0 control valve 64 and oil passage L-2
The signal hydraulic pressure supplied via 2 is supplied to the B-2 control valve 65.

The second and sixth solenoid valves SL2 and DSL are used to control the lockup of the torque converter 12 at the third speed or higher. Therefore, in the third speed and above, when the solenoid relay valve 56 is in the left half position, the signal hydraulic pressure supplied through the oil passage L-16 is supplied to the lock-up control valve (not shown), and the oil passage L-22. The signal oil pressure supplied via the is supplied to a lock-up relay valve (not shown).

Then, the B-1 control valve 5
No. 5 is supplied with the signal hydraulic pressure via the oil passage L-15, regulates the D range pressure P _D supplied via the oil passages L-11, L-23, L-24, and the B-1 control pressure. P _B1 is generated and the B-1 control pressure P _B1 is supplied to the second B-1 apply control valve 62 as a fail safe means via the oil passage L-25.

Further, the C-1 control valve 57
Is supplied with a signal hydraulic pressure via an oil passage L-17,
-11, L-23, L- 34 by regulating the supplied D range pressure P _D via the, C1 to generate a control pressure P _C1, an oil passage L-35 to the C1 control pressure P _C1 To the clutch apply control valve 66 as a fail-safe means. The C-0 control valve 64 is supplied with the signal hydraulic pressure via the oil passage L-31, and outputs the D range pressure P _D supplied via the oil passages L-11, L-23, and L-36. The pressure is adjusted to generate the C-0 control pressure P _C0 , and the C-0 control pressure P _C0 is supplied to the clutch apply control valve 66 via the oil passage L-37.

Further, the B-2 control valve 6
The signal No. 5 is supplied with the signal hydraulic pressure via the oil passage L-32, regulates the D range pressure P _D supplied via the oil passages L-11, L-23, L-40, and the B-2 control pressure. P _B2 is generated and the B-2 control pressure P _B2 is supplied to the B-2 apply control valve 67 as a shutoff valve via the oil passage L-41. The second B-1 apply control valve 62, the clutch apply control valve 66, and the B-2 apply control valve 67 are switching valves.

Further, the clutch apply control valve 66 selectively takes the left half position as the first position and the right half position as the second position. Then, the clutch apply control valve 66 is connected to the oil passage L-37,
The C-0 control pressure P _C0 is supplied via the L-51 to take the left half position, and the C-0 control pressure P _C0 supplied via the oil passages L-37 and L-52 is supplied to the oil passage. L-53
Is supplied to the hydraulic servo C-0 via. Further, the clutch apply control valve 66 is connected to the oil passage L-3.
5, L-54 or oil passages L-35, L-55 to C-
1 Control pressure P _C1 is supplied to take the left half position,
The C-1 control pressure P _C1 supplied via the oil passages L-35 and L-56 is supplied to the hydraulic servo C-1 via the oil passages L-57 and L-58.

The D range pressure P _D is applied to the clutch apply control valve 66 by the oil passages L-11 and L-2.
3, L-61, or oil passages L-11, L-23, L-62
Is supplied via. And C-0 control pressure P
_{When the C0} and C-1 control pressure P _C1 is not supplied to the clutch apply control valve 66, the clutch apply control valve 66 takes the right half position by the urging force of the spring, and the oil pressure between the oil passages L-61 and L-57 and between the oil passages L-61 and L-57. during road L-62, L-53 is communicated, D range pressure P _D is supplied to the hydraulic servo C-1, C-0. When the clutch apply control valve 66 is in the left half position, the oil passages L-61 and L-57 and the oil passages L-62 and L-53 are disconnected. The switching of the clutch apply control valve 66 from the left half position to the right half position will be described later.

Next, the second B-1 apply control valve 62 moves the left half position as the first position to the second position.
The right half position is selectively taken as the position of. The second B-1 apply control valve 62 is connected to the oil passage L.
B-1 control pressure P _B1 is supplied via -25, L-63 or oil passages L-25, L-64, or oil passage L-5
The hydraulic pressure (C-1 control pressure P _C1 or D range pressure P _D ) supplied to the hydraulic servo C-1 via 7, L-65, and L-66 is supplied to the left half position and the oil passage. L-2
5, the B-1 control pressure P _B1 supplied via L-67 is applied to the oil passages L-71, L-72 or the oil passages L-71, L.
It supplies to the 1st B-1 apply control valve 71 as a shutoff valve via -73. Also, the second B-1
The apply control valve 62 has a D range pressure P _D.
Are supplied via oil passages L-11, L-23, L-68.

When the B-1 control pressure P _B1 and the hydraulic pressure supplied to the hydraulic servo C-1 are not supplied to the second B-1 apply control valve 62, the urging force of the spring causes the second B- The 1-apply control valve 62 is located at the right half position, and the oil passages L-68, L-
71 are communicated with each other, and the D range pressure P _D is supplied to the first B-1 apply control valve 71 via the oil passages L-72 and L-73. Further, when the second B-1 apply control valve 62 takes the left half position, the oil passages L-68 and L-71 are shut off from each other. The second B
The switching of the -1 apply control valve 62 from the left half position to the right half position will be described later.

Next, the first B-1 apply control valve 71 selectively takes the left half position as the first position and the right half position as the second position. And the first B-
The 1-apply control valve 71 has oil passages L-1 and L.
-9, L-81, L- 82 is supplied with the line pressure P _L via, it takes the left half position, the hydraulic pressure supplied through the oil passage L-71, L-72 ( B-1 control pressure P _B1 or D
Range pressure P _D ) via hydraulic passage L-83 to hydraulic servo B
Supply to -1. The B-1 control pressure P _B1 or the D range pressure P _D is applied to the first B-1 apply control valve 71 via the oil passages L-71 and L-73, and the oil passages L-57 and L-. 65, hydraulic servo C- via L-87
The hydraulic pressure supplied to 1 is the oil passages L-53, L-85, L-
The hydraulic pressure supplied to the hydraulic servo C-0 via 86 acts to move the spool a upward, that is, to take the right half position. These three hydraulic pressures are supplied, and when the total of the hydraulic pressures exceeds a predetermined pressure, the first B-1 apply control valve 71
Takes the right half position, the oil passages L-72 and L-83 are cut off, and the oil passage L-83 is communicated with the drain port. The switching of the first B-1 apply control valve 71 from the left half position to the right half position will be described later.

Next, the B-2 apply control valve 67 is provided with oil passages L-1, L-9, L-81 and L-93.
The line pressure P _L is supplied via the oil pressure to the left half position, and the B-2 control pressure P _B2 supplied via the oil passages L-41 and L-44 is changed to the hydraulic pressure via the oil passage L-95. Servo B-
Supply to 2. The B-2 apply control valve 67 receives the B-2 control pressure P _B2 through the oil passages L-41 and L-45, and the B-2 control pressure P _B2 through the oil passages L-85 and L-96. The hydraulic pressure supplied to the hydraulic servo C-0 is such that the hydraulic pressure supplied to the hydraulic servo B-1 via the oil passage L-97 tends to move the spool a upward, that is, the right half position. Acts like taking. When two of these three hydraulic pressures are supplied and the total of the two hydraulic pressures exceeds a predetermined pressure, and the B-2 apply control valve 67 takes the right half position, the oil passages L-44, L -95 is cut off and the oil passage L-
95 is connected to the drain port. The switching of the B-2 apply control valve 67 from the left half position to the right half position will be described later. When the R range is selected by the driver's operation, the oil passages L-12 and L-9 are selected.
The R range pressure P _R supplied via 4 acts as a hydraulic pressure for causing the B-2 apply control valve 67 to take the left half position, and securely fixes the B-2 apply control valve 67 in the left half position. To do.

In the 4-5 shift valve 61, the signal hydraulic pressure is supplied through the oil passage L-18, and the 1st speed-
Taking the left half position in the 4th speed, oil passages L-1, L-9, L
The line pressure P _L supplied via −81 is applied to the oil passage L-9.
8 is supplied to the hydraulic servo B-3, the right half position is adopted at the fifth speed, and the D range pressure P _D supplied via the oil passage L-11 is supplied to the hydraulic servo B-3 via the oil passage L-99. Supply to C-3.

Next, the operation of the hydraulic circuit at each gear will be described with reference to the hydraulic circuits of FIGS. 1 and 4 and the operation table of FIG. First, in the 1st speed other than the L range, the line pressure P _L regulated by the primary regulator valve 52 is supplied to the 4-5 shift valve 61 via the oil passages L-1, L-9, and L-81. To be done. The 4-5 shift valve 61 takes the left half position by the signal hydraulic pressure supplied from the fourth solenoid valve S4. This allows
The oil passages L-81 and L-98 are communicated with each other, and the line pressure P
_L is supplied to the hydraulic servo B-3, and the third brake B3 is engaged. Also, the first solenoid valve SL1
Is energized and the oil passages L-6 and L-15 are disconnected from each other, so that no signal oil pressure is generated in the oil passage L-15, and B-1
No hydraulic pressure is supplied to the control valve 55.

Therefore, since the oil passages L-24 and L-25 are shut off from each other, the B-1 control pressure P _B1 is not generated in the oil passage L-25. Similarly, the second solenoid valve S
L2 is also energized, and the oil passages L-7 and L-16 are shut off. Then, even if the fifth solenoid valve S5 is de-energized and the solenoid relay valve 56 is in the right half position so that the oil passages L-16 and L-31 are in communication with each other, the oil passage L-16 is in communication.
No signal oil pressure is generated in the C-0 control valve 64.

Therefore, since the oil passages L-36 and L-37 are shut off from each other, the C-0 control pressure P _C0 is not generated in the oil passage L-37. Next, the third solenoid valve SL
3 uses the solenoid modulator pressure of the oil passage L-8 as a source pressure to generate a predetermined signal oil pressure in the oil passage L-17 according to a signal from a control device (not shown). The oil passage L-17
Is transmitted to the C-1 control valve 57, and the D range pressure P _D supplied via the oil passages L-11, L-23, and L-34 is changed to the C-1 control pressure P _C1. Oil passages L-35, L-54, oil passage L-35,
It is supplied to the clutch apply control valve 66 via L-55 or the oil passages L-35 and L-56. Oil passage L
The C-1 control pressure P _C1 supplied to the clutch apply control valve 66 via -35, L-54 or the oil passages L-35, L-55 takes the left half position of the clutch apply control valve 66. Acts like.

Therefore, the C-1 control pressure P _C1 supplied to the clutch apply control valve 66 through the oil passages L-35 and L-56 is the oil passages L-57 and L-.
It is supplied to the hydraulic servo C-1 via 58 to engage the first clutch C1. Furthermore, since the oil passage L-57 communicates with the second B-1 apply control valve 62 via the oil passages L-65 and L-66, the C-1 control pressure P _C1 is Maintain the B-1 Apply control valve 62 of No. 2 in the left half position. In addition, the oil passage L
-57, through the oil passage L-65, L-87, the first B
-1 Communicates with the apply control valve 71. The hydraulic pressure supplied to the first B-1 apply control valve 71 acts on the spool a so as to switch the first B-1 apply control valve 71 to the right half position, but the first B- 1 Apply control valve 7
The force for switching 1 to the right half position (the product of the hydraulic pressure supplied via the oil passage L-87 and the surface area of the spool a to which the hydraulic pressure is applied) is the first B-1 apply control valve 7
1 to the left half position (the product of the line pressure P _L supplied through the oil passage L-82 and the surface area of the spool b to which the line pressure P _L is applied), B-of 1
The 1-apply control valve 71 is maintained in the left half position.

Next, the sixth solenoid valve DSL becomes non-conductive, and the oil passages L-5 and L-22 are shut off. Then, since the oil pressure is not generated in the oil passage L-22, the fifth solenoid valve S5 is de-energized and the solenoid relay valve 56 takes the right half position, so that the oil passages L-22, L-22.
B-2 control valve 6
No hydraulic pressure is supplied to 5, and the B-2 control valve 65 takes the left half position.

Therefore, since the oil passages L-40 and L-41 are cut off, the B-2 control pressure P _B2 is not generated in the oil passage L-41. As described above, the first clutch C1 and the third brake B3 are engaged, the first one-way clutch F1 is locked, and the first speed is achieved.

In the case of the L range, it is necessary to engage the second brake B2 in order to apply the engine brake. Therefore, a sixth solenoid signal is sent from the control device to the sixth solenoid valve DSL to engage the second brake B2. The solenoid modulator pressure supplied via the oil passage L-5 is used as the original pressure, and the sixth pressure
Solenoid valve DSL generates a signal hydraulic pressure corresponding to a sixth solenoid signal sent from a control device (not shown) in the oil passage L-22.

Further, since the fifth solenoid valve S5 is de-energized and the solenoid relay valve 56 takes the right half position, the oil passages L-22 and L-32 are made to communicate with each other and supplied from the sixth solenoid valve DSL. The generated signal hydraulic pressure is supplied to the B-2 control valve 65 via the oil passage L-32. The B-2 control valve 65 controls the degree of communication between the oil passages L-40 and L-41 in accordance with the signal oil pressure from the sixth solenoid valve DSL to set the B-2 control pressure P _B2 to the oil passage. It is generated in L-41. B
The -2 control pressure P _B2 is supplied to the B-2 apply control valve 67 via the oil passages L-41 and L-44. And oil passages L-1, L-9, L-81, L-9
B-2 Apply control valve 67
The line pressure P _L supplied to the valve 2 acts so that the B-2 apply control valve 67 takes the left half position. Therefore, the B-2 control pressure P _B2 is equal to the oil passage L-9.
5 is supplied to the hydraulic servo B-2 of the second brake B2 to engage the second brake B2. As a result, first-speed engine braking is achieved.

Next, the second speed will be described. The second speed is achieved by engaging the first brake B1 in addition to the first speed state other than the L range. The first solenoid signal is output by the control device to the first solenoid valve SL1 that has been energized at the first speed, and the oil passage L-6 is output.
The hydraulic pressure corresponding to the first solenoid signal is generated in the oil passage L-15 by using the hydraulic pressure from the source pressure as a source pressure. In the first speed, the oil passages L-24 and L-25 were cut off, and the oil passage L-25 was communicated with the drain port.
In the second speed, the communication degree between the oil passages L-24 and L-25 corresponds to the first solenoid signal from the control device based on the signal oil pressure supplied via the oil passage L-15. Will be controlled. As a result, the B-1 control pressure P _B1 is generated in the B-1 control valve 55.

The B1 control pressure P _B1 is the oil passage L-2.
5, L-63 or second through oil passage L-25, L-64
Is supplied to the B-1 Apply control valve 62 of
The second B-1 apply control valve 62 acts so as to take the left half position. However, the second B-1
The oil passages L-65, L are provided in the apply control valve 62.
Since -66 is connected and the C-1 control pressure P _C1 acts so that the second B-1 apply control valve 62 takes the left half position, the second B-1 apply control valve 62 is Maintained in the left half position.

Then, B generated in the oil passage L-25
The -1 control pressure P _B1 is supplied to the second B-1 apply control valve 62 via the oil passage L-67, and further, the oil passages L-71, L-72 and the oil passages L-71, L-73.
Via the first B-1 apply control valve 71
Is supplied to. The oil passage L-73 is a force for switching the first B-1 apply control valve 71 to the right half position (the hydraulic pressure supplied via the oil passage L-73 and the surface area of the spool a to which the hydraulic pressure is applied). Product of the hydraulic pressure supplied via the oil passage L-87 and the area of the surface of the spool a to which the hydraulic pressure is applied) for maintaining the first B-1 apply control valve 71 in the left half position. (The product of the line pressure P _L supplied through the oil passage L-82 and the surface area of the spool b to which the line pressure P _L is applied), the first B
The -1 apply control valve 71 maintains the left half position. As a result, the communication between the oil passages L-72 and L-83 is maintained, and the B-1 control pressure P _B1 is supplied to the hydraulic servo B-1.

The B-1 control pressure P _B1 is
B-2 via oil passage L-97 branched from oil passage L-83
The B-2 is supplied to the Apply control valve 67.
It acts so as to switch the apply control valve 67 to the right half position. However, the force for switching the B-2 apply control valve 67 to the right half position (oil passage L-
The product of the oil pressure supplied via 97 and the area of the surface of the spool a to which the oil pressure is applied) is the force for taking the B-2 apply control valve 67 in the left half position (via the oil passage L-93). The product of the line pressure P _L supplied and the surface area of the spool b to which the line pressure P _L is applied)
The Apply control valve 67 takes the left half position.

Next, the third speed will be described. 3rd is 2
In addition to the speed state, the fourth clutch C0 is engaged to
This is achieved by releasing the brake B1. That is, the third speed is achieved by the engagement of the first clutch C1, the fourth clutch C0, and the third brake B3. When the hydraulic pressure in the hydraulic servo B-1 of the first brake B1 that was engaged in the second speed state is operated by the first solenoid valve SL1 in response to the first solenoid signal from the control device, Line L-83, first B-1 apply control valve 71, oil lines L-72, L-71, second B-1 apply control valve 62, oil lines L-67, L-25 and B-1. The drain is communicated with the drain port via the control valve 55. At the same time, the oil passage L-
The oil pressure acting on the B-2 apply control valve 67 via 97, and the first B oil via the oil passage L-73.
The hydraulic pressure acting on the -1 apply control valve 71 is also drained.

The second solenoid valve SL2 is
With the solenoid modulator pressure of the oil passage L-7 as the source pressure,
Based on the second solenoid signal from the control device, it is controlled to generate a predetermined signal hydraulic pressure in the oil passage L-16. The oil passage L-16 is connected to a solenoid relay valve 56, and the solenoid relay valve 56 takes the left half position at the third speed or higher, but until the third speed is achieved, that is, during 2-3 shifts. Maintains the right half position.

Therefore, during the 2-3 shift, the oil passage L-1
6 is an oil passage L-3 via a solenoid relay valve 56.
Connected with 1. Then, the signal hydraulic pressure is C through the oil passage L-16, the solenoid relay valve 56 and the oil passage L-31.
-O When supplied to the control valve 64, the oil passage L-
The D range pressure P _D supplied via 11, L-23, L-36 is adjusted to become the C-0 control pressure P _C0 ,
It is supplied to the clutch apply control valve 66 via the oil passages L-37 and L-51 and the oil passages L-37 and L-52. In addition, the C-0 supplied to the clutch apply control valve 66 via the oil passages L-37 and L-51.
The control pressure P _C0 acts so that the clutch apply control valve 66 takes the left half position. Therefore, the C-0 control pressure P _C0 supplied to the clutch apply control valve 66 via the oil passages L-37 and L-52 is the fourth clutch C via the oil passage L-53.
It is supplied to the hydraulic servo C-0 of 0, and the 4th clutch C0 is engaged.

The engagement pressure of the hydraulic servo C-0 is supplied to the first B-1 apply control valve 71 through the oil passages L-85 and L-86, and the first B-1 apply control valve 71 is supplied. The control valve 71 operates to switch to the right half position. However, the force for switching the first B-1 apply control valve 71 to the right half position (oil passage L-86
Product of the engagement pressure of the fourth clutch C0 supplied via the valve and the area of the surface of the spool a to which the engagement pressure is applied + oil passage L-87
The product of the engagement pressure of the first clutch C1 supplied via the valve and the surface area of the spool a to which the engagement pressure is applied) is the first B
-1 Force for applying the apply control valve 71 to the left half position (the line pressure P supplied via the oil passage L-82)
Since _L and the line pressure P _L lose the product) and the area of the surface of the spool b applied is, first B-1 apply control valve 71 is maintained at the left half position.

Further, the engagement pressure of the hydraulic servo C-0 is supplied to the B-2 apply control valve 67 via the oil passages L-85 and L-96, and the B-2 apply control valve 67 is moved to the right half. Acts to switch to the position. However, the force for switching the B-2 apply control valve 67 to the right half position (the engagement pressure of the fourth clutch C0 supplied via the oil passage L-96 and the surface area of the spool a to which the engagement pressure is applied). Product of the B-2 Apply control valve 67 to the left half position (oil passage L-9).
The product of the line pressure P _L supplied via 3 and the area of the surface of the spool b to which the line pressure P _L is applied)
The -2 Apply control valve 67 maintains the left half position.

When the shift to the third speed is completed, the fifth solenoid valve S5 is energized by the fifth solenoid signal from the control device, and the line pressure P _L from the oil passages L-1 and L-4 is changed. As the source pressure, the signal hydraulic pressure is the oil passage L-19.
Cause to. As a result, the solenoid relay valve 56 is switched to the left half position, and the second solenoid valve SL2 and the sixth solenoid valve DSL are used to control a lock-up control valve (not shown).

Further, by switching the solenoid relay valve 56 to the left half position, the solenoid modulator pressure output from the solenoid modulator valve 53 is changed to the oil passages L-5, L-21, the solenoid relay valve 56, and the oil passage L. It is supplied to the C-0 control valve 64 via −31, and acts to maintain the communication between the oil passages L-36 and L-37. As a result, the engaged state of the fourth clutch C0 is maintained at the third or higher speed. Further, the oil passage L-32, which has been supplying the signal oil pressure for controlling the B-2 control valve 65, is connected to the drain port by switching the solenoid relay valve 56 to the left half position. -2
The control valve 65 will maintain the left half position, and the oil passages L-40 and L-41 will be cut off.

Next, the fourth speed will be described. 4th is 3
In addition to the speed state, the first brake B1 is engaged to
This is achieved by releasing the clutch C1. That is, the fourth speed is achieved by the engagement of the fourth clutch C0, the first brake B1, and the third brake B3. The hydraulic servo C-1 of the first clutch C1 engaged in the third speed
When the third solenoid valve SL3 is actuated by the third solenoid signal from the control device, the hydraulic pressure in the oil passages L-58, L-57, the clutch apply control valve 66, the oil passages L-56, L is set. -35 and C-1
The clutch control valve 57 communicates with the drain port for draining.

Further, the first solenoid valve SL1 is
Using the solenoid modulator pressure of the oil passage L-6 as the source pressure,
A signal hydraulic pressure is generated in the oil passage L-15 by the first solenoid signal from the control device. The signal hydraulic pressure is the oil passage L.
It acts on the B-1 control valve 55 via -15, and generates the B-1 control pressure P _B1 in the oil passage L-25 by using the D range pressure P _D in the oil passage L-24 as the original pressure. B
-1 Control pressure P _B1 is applied to oil passages L-25, L-63 and
> The second B-1 apply control valve 62 acts to the left half position via the oil passages L-25 and L-64. Here, since the second B-1 apply control valve 62 drains the hydraulic pressure of the hydraulic servo C-1 by the 3-4 shift, the force for taking the left half position is lost, but the oil passage L -25, L-63 and oil passages L-25, L-64, B-1 control pressure P _B1
Is supplied, so it is maintained in the left half position.

The B-1 control pressure P _B1 supplied to the second B-1 apply control valve 62 via the oil passages L-25 and L-67 is the oil passages L-71 and L-.
1st B-1 apply control valve 7 through 73
1 is supplied. Then, the hydraulic pressure supplied to the first B-1 apply control valve 71 acts to switch the first B-1 apply control valve 71 to the right half position. However, the force for switching the first B-1 apply control valve 71 to the right half position (oil passage L-
Product of the hydraulic pressure supplied by 73 and the surface area of the spool a to which the hydraulic pressure is applied + the hydraulic pressure supplied by the oil passage L-86 and the surface area of the spool a to which the hydraulic pressure is applied)
However, the force for the first B-1 apply control valve 71 to take the left half position (the line pressure P _L supplied via the oil passage L-82 and the surface of the spool b to which the line pressure P _L is applied) (The product of the area), the first B-1 apply control valve 71 maintains the left half position. As a result, communication between the oil passages L-72 and L-83 is maintained, and B
The -1 control pressure P _B1 is supplied to the hydraulic servo B-1.

Further, the engagement pressure of the hydraulic servo B-1 is supplied to the B-2 apply control valve 67 via the oil passage L-97 so that the B-2 apply control valve 67 is switched to the right half position. Act on. And
B-2 Force for switching the apply control valve 67 to the right half position (the product of the engagement pressure of the fourth clutch C0 supplied via the oil passage L-96 and the surface area of the spool a to which the engagement pressure is applied) + The product of the engagement pressure of the first brake B1 supplied via the oil passage L-97 and the surface area of the spool a to which the engagement pressure is applied) is the B-2 apply control valve 6
7 to the left half position (the product of the line pressure P _L supplied via the oil passage L-93 and the surface area of the spool b to which the line pressure P _L is applied), so that B− The 2-apply control valve 67 is switched to the right half position.

Next, the fifth speed will be described. 5th is 4
In addition to the speed state, the third clutch C3 is engaged,
The third brake B3 is released. That is, the fifth speed is achieved by the engagement of the third clutch C3, the fourth clutch C0, and the first brake B1. In response to the fourth solenoid signal from the control device, a signal hydraulic pressure is generated from the fourth solenoid valve S4, and the 4-5 shift valve 61 which has been in the left half position is switched to the right half position. As a result, the oil passages L-81 and L-98 are shut off from each other, and the oil passage L-9 is cut off.
8 is connected to the drain port via the 4-5 shift valve 61, and the hydraulic pressure of the hydraulic servo B-3 is drained. Further, the oil passage L-99 was communicated with the drain port via the 4-5 shift valve 61, but the above-mentioned 4-
By switching the 5 shift valve to the right half position, the oil passage L
Communicated with -11. As a result, the D range pressure P _D
Oil passage L-11, 4-5 shift valve 61, oil passage L-
It is supplied to the hydraulic servo C-3 of the third clutch C3 via 99.

Next, the reverse gear will be described. The reverse gear is achieved by the driver operating the shift lever and switching the manual valve 54. That is,
By switching the manual valve 54, the oil passage L-12
R range pressure P _R is generated at. Here, the state of each solenoid valve will be described. Since the first to third solenoid valves SL1 to SL3 are energized and do not generate the signal hydraulic pressure respectively, the B-1 control valve 55, the C-0 control valve 64 and the C- control valve
The B-1 control pressure P _B1 , the C-0 control pressure P _C0 and the C-1 control pressure P _C1 are not output from the 1 control valve 57. Furthermore, the B-1 control valve 55, C-0 control valve 64 and the C-1 control valve 57, since using D range pressure as the original P _D, even if failure occurs in the solenoid valve, accidentally hydraulic Is never output.

Further, the fourth solenoid valve S4 is de-energized, and the signal hydraulic pressure is not generated in the oil passage L-18.
The 4-5 shift valve 61 is in the left half position. Oil passage L-8
The line pressure P _L supplied to the 4-5 shift valve 61 via 1 is supplied to the hydraulic servo B-3 via the oil passage L-98. Further, the solenoid relay valve 56 has a fifth
Since the signal hydraulic pressure is not supplied from the solenoid valve S5 of FIG.
The two solenoids are connected, but the sixth solenoid valve DS
Since L is made non-conductive and no signal hydraulic pressure is generated in the oil passage L-22, the B-2 control valve 65 is in the left half position. As a result, the R range pressure P _R output from the manual valve 54 is reduced to the oil passage L-12,
It is supplied to the hydraulic servo C-2 via the L-38, L-42, the B-2 control valve 65 and the oil passage L-43.

Then, the R range pressure P _R is equal to the oil passage L-
12, L-38, L-39, B-2 control valve 65 and oil passages L-41, L-45 to the B-2 Apply control valve 67, the B-2 Apply control valve 67 to the right. It acts to switch to the half position. However, the product of the force for switching the B-2 apply control valve 67 to the right half position (the R range pressure P _R supplied via the oil passage L-45 and the area of the spool a surface to which the R range pressure P _R is applied. ) is the area of the surface of the spool b of the B-2 apply control forces to take the valve 67 to the left half position (the line pressure supplied through the oil passage L-93 P _L and the line pressure P _L is applied Product of + oil passage L-
The B-2 apply control valve 67 maintains the left half position because it loses the product of the R range pressure P _R supplied via 94 and the area of the surface of the spool a to which the R range pressure P _R is applied. As a result, the R range pressure P _R supplied via the oil passages L-41 and L-44 is supplied to the hydraulic servo B-2 via the oil passage L-95.

In the present embodiment, the first brake B
If simultaneous engagement of the combination of 1 and the second brake B2, the combination of the fourth clutch C0 and the second brake B2, or the combination of the first clutch C1, the fourth clutch C0 and the first brake B1 occurs, The lock will occur.
In the present embodiment, even if a failure of the solenoid valve or the like occurs, simultaneous engagement does not occur. Therefore, at each shift speed, the first clutch C1, the fourth clutch C0, and the first brake B1,
The operation of the hydraulic circuit when a failure occurs in the valve for controlling the engagement pressure of the second brake B2 and the solenoid valve will be described.

In the first speed except the L range, in the normal state, the first clutch C1 and the third brake B3 are engaged. First, the sixth solenoid valve DSL or B-
The case where a failure occurs in the 2 control valve 65 will be described. In this case, the oil pressure is supplied to the oil passage L-41, and the oil pressure is supplied via the oil passage L-44, the B-2 apply control valve 67 and the oil passage L-95 to the hydraulic servo B.
-2, and the second brake B2 is engaged.
Therefore, the obtained first speed of engine braking is achieved.

Next, the case where a failure occurs in the first solenoid valve SL1 or the B-1 control valve 55 will be described. In this case, oil pressure is supplied to the oil passage L-25, and the oil pressure is supplied to the second B- via the oil passage L-67.
It is supplied to the 1-apply control valve 62. At 1st speed, hydraulic servo C-1 controls C-1 control pressure P
_{Since C1} is supplied, the C-1 control pressure P _C1
Is supplied via the oil passage L-66, and the second B-1 apply control valve 62 takes the left half position. Therefore, the oil passages L-67 and L-71 are communicated with each other. First
The B-1 Apply control valve 71 of the oil passage L
The hydraulic pressure is applied via -73 and L-87 so as to switch the first B-1 apply control valve 71 to the right half position, but the first B-1 apply control valve 71 is maintained in the left half position. Since the force is lost, the first B-1 apply control valve 71 does not switch. Therefore, the oil passages L-72 and L-83 are communicated with each other, the hydraulic pressure is supplied to the hydraulic servo B-1, and the first brake B1 is engaged.

As a result, the second speed can be achieved.
Next, a case where a failure occurs in the second solenoid valve SL2 or the C-0 control valve 64 will be described. In this case, the oil pressure is supplied to the oil passage L-37, and the oil pressure is supplied to the clutch apply control valve 66 via the oil passage L-52. C-1 in 1st speed
Since the hydraulic pressure is output from the control valve 57, the clutch apply control valve 66 takes the left half position by the hydraulic pressure from the oil passage L-54 or the oil passage L-55. Therefore, the oil pressure of the oil passage L-52 is equal to that of the oil passage L-.
It is supplied to the hydraulic servo C-0 via 53. And
With respect to the first B-1 apply control valve 71, the engagement pressure of the fourth clutch C0 and the engagement pressure of the first clutch C1 switch the first B-1 apply control valve 71 to the right half position. However, the first B-1 apply control valve 71 does not switch because it loses the force of maintaining the left half position. Also, B-
The second apply control valve 67 also has a fourth clutch C.
Although the engagement pressure of 0 acts, the B-2 apply control valve 67 also maintains the left half position.

Therefore, the third speed can be achieved. Next, a case where a failure occurs in the third solenoid valve SL3 or the C-1 control valve 57 will be described. In this case, the oil passages L-34 and L-35 are disconnected from each other, and the oil passage L-35 is communicated with the drain port. Therefore, the oil pressure is not supplied to the oil passages L-54 and L-55, and the clutch apply control valve 66 that has been in the left half position is switched to the right half position by the biasing force of the spring. By switching to the right half position of the clutch apply control valve 66, D-range pressure P _D is in communication with the respective oil passages L-61, L-62, which is supplied oil passage L-57, L-53, hydraulic The D range pressure P _D is supplied to the servos C-0 and C-1. Further, the supply of the hydraulic pressure to the hydraulic servos C-0 and C-1 causes the engagement pressure of the fourth clutch C0 and the engagement pressure of the first clutch C1 to move the first B-1 apply control valve 71 to the right. Although it operates so as to switch to the half position, it loses the force of maintaining the left half position, so the first B-1 apply control valve 71 does not switch. Also, B-
The second apply control valve 67 also has a fourth clutch C.
Although the engagement pressure of 0 acts, the B-2 apply control valve 67 also maintains the left half position.

Therefore, the third speed can be achieved. Next, the first speed in the L range will be described. At the first speed in the L range, in the normal state, the first clutch C1, the second brake B2, and the third brake B3 are engaged. First, a case where a failure occurs in the sixth solenoid valve DSL or the B-2 control valve 65 will be described.

In this case, the oil passages L-41 and L-40 are cut off, and the oil passages L-41 and L-39 are connected.
Therefore, the hydraulic servo B-2 is connected to the oil passages L-95, B-.
2 Apply control valve 67, oil passage L-44, L
-41, B-2 control valve 65, oil passage L-3
9, L-38, L-12 and the manual valve 54, and is connected to the drain port. As a result, the hydraulic pressure of the hydraulic servo B-2 is drained, and the second brake B
2 is released.

Therefore, it is possible to achieve the first speed where engine braking cannot be obtained. Next, a case where a failure occurs in the first solenoid valve SL1 or the B-1 control valve 55 will be described. In this case, the oil pressure is supplied to the oil passage L-25, and the oil pressure is changed to the oil passage L-67.
Through the second B-1 apply control valve 62
Is supplied to. Since the hydraulic pressure is supplied to the hydraulic servo C-1 in the first speed, the hydraulic pressure from the oil passage L-66 causes the second B-1 apply control valve 62 to take the left half position.

Therefore, the oil passages L-67 and L-71 are communicated with each other. Hydraulic pressure acts on the first B-1 apply control valve 71 so as to switch the first B-1 apply control valve 71 to the right half position via the oil passages L-73 and L-87. The first B-1 apply control valve 71 does not switch because it loses the force that maintains the first B-1 apply control valve 71 in the left half position. As a result, the oil passages L-72, L
The −83 are communicated with each other, the hydraulic pressure is supplied to the hydraulic servo B-1, and the first brake B1 is engaged.

Further, the hydraulic pressure supplied to the hydraulic servo B-1 is supplied to the B-2 apply control valve 67 via the oil passage L-97, and the B-2 apply control valve 67 is switched to the right half position. Acts like. As a result, the force to switch the B-2 apply control valve 67 to the right half position (the B-2 control pressure P _B2 and the B-2 control pressure P _B2 supplied via the oil passage L-45 are added. The product of the area of the surface of the spool a + the product of the hydraulic pressure supplied to the hydraulic servo B-1 via the oil passage L-97 and the area of the surface of the spool a to which the hydraulic pressure is applied) is the B-2 apply. Since the control valve 67 overcomes the force for taking the left half position (the product of the line pressure P _L supplied via the oil passage L-93 and the surface area of the spool a to which the line pressure P _L is applied), The B-2 apply control valve 67 is switched to the right half position. As a result, the oil passage L-4
4 and L-95 are cut off, the hydraulic servo B-2 is made to communicate with the drain port via the oil passage L-95 and the B-2 apply control valve 67, and the second brake B-2.
2 is released.

Therefore, the second speed can be achieved. Next, a case where a failure occurs in the second solenoid valve SL2 or the C-0 control valve 64 will be described. In this case, the oil pressure is supplied to the oil passage L-37, and the oil pressure is supplied to the clutch apply control valve 66 via the oil passage L-52. Since the hydraulic pressure is output from the C-1 control valve in the first speed, the clutch apply control valve 66 takes the left half position by the hydraulic pressure from the oil passage L-54 or the oil passage L-55.

Therefore, the oil pressure of the oil passage L-52 is the same as that of the oil passage L-52.
It is supplied to the hydraulic servo C-0 via -53. Then, the engagement pressure of the fourth clutch C0 and the engagement pressure of the first clutch C1 act to switch the first B-1 apply control valve 71 to the right half position, but maintain the left half position. Since the force is lost, the first B-1 apply control valve 71 does not switch.

Also, via oil passages L-85 and L-96,
B-2 Apply control valve 67 to hydraulic servo C
A supply pressure of −0 is supplied. As a result, the force for switching the B-2 apply control valve 67 to the right half position (the B-2 control pressure P _B2 supplied via the oil passage L-45 and the B-2 control pressure P _B2 are The product of the area of the surface of the spool a to be applied + the product of the oil pressure supplied to the hydraulic servo C-0 via the oil passage L-96 and the area of the surface of the spool a to which the oil pressure is applied) is B-2. Since the force for taking the Apply control valve 67 to the left half position (the product of the line pressure P _L supplied via the oil passage L-93 and the surface area of the spool b to which the line pressure P _L is applied) is overcome. , B-2 Apply control valve 67 is switched to the right half position. As a result, the oil passages L-44 and L-95 are disconnected from each other, and the hydraulic servo B-2 causes the oil passages L-95 and B-95.
The second brake B2 is released by being communicated with the drain port via the -2 Apply control valve 67.

Therefore, the third speed can be achieved. Next, a case where a failure occurs in the third solenoid valve SL3 or the C-1 control valve 57 will be described. In this case, the oil passages L-34 and L-35 are disconnected from each other, and the oil passage L-35 is communicated with the drain port. Therefore, the oil pressure that has left the clutch apply control valve 66 in the left half position is changed to the oil passages L-54, L.
Then, the clutch apply control valve 66 is switched to the right half position. And
As the clutch apply control valve 66 is switched to the right half position, the oil passages L-61, L-62 and the oil passage L-
57 and L-53 are communicated with each other, and the hydraulic servo C-0,
The D range pressure P _D is supplied to C-1. Further, as the hydraulic pressure is supplied to the hydraulic servos C-0 and C-1, the engagement pressure of the fourth clutch C0 and the engagement pressure of the first clutch C1 are
Although it acts to switch the first B-1 apply control valve 71 to the right half position, it loses the force to maintain it in the left half position, so the first B-1 apply control valve 71 does not switch.

Then, the supply pressure of the hydraulic servo C-0 acts on the B-2 apply control valve 67 via the oil passages L-85 and L-96. Thereby, the B-2
Force to switch Apply control valve 67 to the right half position (B-2 supplied via oil passage L-45
The product of the control pressure P _B2 and the surface area of the spool a to which the B-2 control pressure P _B2 is applied + the hydraulic pressure supplied to the hydraulic servo C-0 via the oil passage L-96 and the spool a to which the hydraulic pressure is applied. The product of the area of the surface of the B-2 is the force (oil passage L) for the B-2 apply control valve 67 to take the left half position.
The line pressure P _L supplied via −93 and the line pressure P _L
Product of the surface area of the spool b to which _L is added)
The B-2 apply control valve 67 is switched to the right half position. As a result, the oil passages L-44 and L-95 are disconnected from each other, and the hydraulic servo B-2 causes the oil passages L-95 and B-2.
The second brake B2 is released by being communicated with the drain port via the apply control valve 67.

Therefore, the third speed can be achieved. Next, the second speed will be described. At the second speed, in the normal state, the first clutch C1, the first brake B1, the third
The brake B3 is engaged. First, a case where a failure occurs in the sixth solenoid valve DSL or the B-2 control valve 65 will be described.

In this case, the oil pressure is supplied to the oil passage L-41, the oil pressure is supplied to the B-2 apply control valve 67 via the oil passage L-45, and the B-2 apply control valve 67 is moved to the right half. It acts like taking a position.
As a result, the force to switch the B-2 apply control valve 67 to the right half position (the product of the hydraulic pressure supplied via the oil passage L-45 and the surface area of the spool a to which the hydraulic pressure is applied + the oil passage) The product of the engagement pressure of the first brake B1 supplied via L-97 and the area of the surface of the spool a to which the engagement pressure is applied) is the left half position of the B-2 apply control valve 67. (The product of the line pressure P _L supplied via the oil passage L-93 and the area of the surface of the spool b to which the line pressure P _L is applied) to overcome the above-mentioned force. Take half position. Therefore, even if the oil pressure is supplied to the oil passage L-41 by the fail, the oil passages L-44 and L-95 are cut off by switching the B-2 apply control valve 67, and the oil pressure servo B-2 is turned off. It is connected to the drain port via road L-95.

As a result, the second speed can be achieved.
Next, a case where a failure occurs in the first solenoid valve SL1 or the B-1 control valve 55 will be described. In this case, the oil passages L-25 and L-24 are cut off, and the oil passage L-25 is communicated with the drain port.
However, the second B-1 apply control valve 6
Since 2 takes the left half position by the hydraulic pressure from the oil passage L-66, the communication between the oil passages L-67 and L-71 is maintained. As a result, the hydraulic pressure in the hydraulic servo B-1 is changed to the oil passage L-8.
3, the first B-1 apply control valve 71, the oil passages L-72 and L-71, the second B-1 apply control valve 62, and the oil passages L-67 and L-25.

Therefore, it is possible to achieve the first speed in which engine braking cannot be obtained. Next, a case where a failure occurs in the second solenoid valve SL2 or the C-0 control valve 64 will be described. In this case, the oil pressure is supplied to the oil passage L-37, and the oil pressure is changed to the oil passage L-52.
It is supplied to the clutch apply control valve 66 via. Since oil pressure is supplied from the C-1 control valve in the second speed, the oil passage L-54 or the oil passage L
The clutch apply control valve 66 takes the left half position by the hydraulic pressure from -55. Therefore, the oil passage L
The hydraulic pressure of -52 is applied to the hydraulic servo C-0 via the oil passage L-53.
Is supplied to. The hydraulic pressure supplied to the hydraulic servo C-0 switches the first B-1 apply control valve 71 to the right half position together with the engaging pressure of the first brake B1 and the engaging pressure of the first clutch C1. Act on. Then, the force overcomes the force acting to take the left half position of the first B-1 apply control valve 71,
The first B-1 apply control valve 71 is switched to the right half position. Thereby, the oil passages L-72, L-
83 is cut off, the hydraulic servo B-1 is made to communicate with the drain port via the oil passage L-83, and the first brake B-1 is connected.
1 is released.

Further, by switching the first B-1 apply control valve 71, the D range pressure P _D supplied to the oil passage L-91 is applied to the clutch apply control valve 66 via the oil passage L-92. When supplied, the clutch apply control valve 66 acts so as to take the right half position. In addition, the engagement pressure of the first brake B1 was supplied to the B-2 apply control valve 67.
The engagement pressure of the hydraulic servo C-0 is supplied to B-
The 2-Apply control valve 67 also maintains the left half position.

Therefore, the third speed can be achieved. Next, a case where a failure occurs in the third solenoid valve SL3 or the C-1 control valve 57 will be described. In this case, the oil passages L-34 and L-35 are disconnected from each other, and the oil passage L-35 is communicated with the drain port. Therefore, the oil pressure that has left the clutch apply control valve 66 in the left half position is changed to the oil passages L-54, L.
Then, the clutch apply control valve 66 is switched to the right half position. With the switching of the clutch apply control valve 66 to the right half position, the oil passages L-61, L-62 and the oil passages L-57, L.
-53 is made to communicate, and the D range pressure P _D is supplied to the hydraulic servos C-0 and C-1. Also, the hydraulic servo B-
The hydraulic pressures supplied to 1, C-0 and C-1 act to switch the first B-1 apply control valve 71 to the right half position. As a result, the force for switching the first B-1 apply control valve 71 to the right half position overcomes the force for the first B-1 apply control valve 71 to take the left half position. The -1 apply control valve 71 is switched to the right half position. As a result, the oil passages L-72 and L-83 are shut off, the hydraulic servo B-1 is connected to the drain port via the oil passage L-83, and the first brake B1 is released.

Further, as the first B-1 apply control valve 71 is switched, the D range pressure P _D supplied to the oil passage L-91 is changed to the clutch apply control valve via the oil passage L-92. 66, and the clutch apply control valve 66 acts so as to assume the right half position. In addition, the engagement pressure of the first brake B1 was supplied to the B-2 apply control valve 67.
Since the engagement pressure of the fourth clutch C0 is supplied to B-2,
The Apply control valve 67 also maintains the left half position.

Therefore, the third speed can be achieved. Next, the third speed will be described. At the third speed, in a normal state, the first clutch C1, the fourth clutch C0, and the third brake B3 are engaged. First, a case where a failure occurs in the sixth solenoid valve DSL or the B-2 control valve 65 will be described.

In this case, oil pressure is not supplied to the oil passage L-41.
And the hydraulic pressure is supplied to the B-2 apply controller via the oil passage L-45.
It acts so as to take the trawl valve 67 to the right half position.
As a result, the B-2 apply control valve 67
Force to switch to the right half position (via oil passage L-45
Of the oil pressure to be supplied and the surface of the spool a to which the oil pressure is applied.
To the hydraulic servo C-0 via the product of the area and the oil passage L-96
Area of surface of spool a to which oil pressure is supplied and to which oil pressure is applied
And the B-2 Apply control valve 67
Force to get to the left half position (supplied via oil passage L-93
Line pressure P _LAnd the line pressure P_LSpool to be added
b-2 aplycon.
The trawl valve 67 takes the right half position. Therefore,
Even if hydraulic pressure is supplied to the oil passage L-41 by the rail,
B-2 Apply With the switching of the control valve 67
The oil passages L-44 and L-95 are shut off, and the hydraulic servo
B-2 is connected to the drain port via oil passage L-95.
Sent.

Therefore, the third speed can be maintained. Next, a case where a failure occurs in the first solenoid valve SL1 or the B-1 control valve 55 will be described. In this case, the oil passages L-24 and L-25 are communicated with each other, and the hydraulic pressure is supplied to the second B-1 apply control valve 62 via the oil passage L-67. The second B-1 apply control valve 62 is connected to the oil passage L-6.
Since the hydraulic pressure supplied from 6 takes the left half position, the hydraulic pressure is supplied to the oil passage L-71. The hydraulic pressure supplied to the oil passage L-71 acts to switch the first B-1 apply control valve 71 to the right half position via the oil passage L-73. The first B-1 apply control valve 71 is already connected to the first B-1 apply control valve 71 via the oil passages L-86 and L-87.
The engagement pressure of the clutch C1 and the engagement pressure of the fourth clutch C0 are supplied, and the hydraulic pressure supplied from the oil passage L-73 is added thereto. Therefore, the force for switching the first B-1 apply control valve 71 to the right half position overcomes the force for the first B-1 apply control valve 71 to take the left half position. B-1 Apply control valve 71 is switched to the right half position,
The oil passages L-72 and L-83 are cut off, and the hydraulic servo B-
No hydraulic pressure is supplied to 1.

Further, as the first B-1 apply control valve 71 is switched, the D range pressure P _D supplied to the oil passage L-91 is changed to the clutch apply control valve via the oil passage L-92. 66, and the clutch apply control valve 66 acts so as to assume the right half position. Therefore, the third speed can be achieved.

Next, the case where a failure occurs in the second solenoid valve SL2 or the C-0 control valve 64 will be described. In this case, oil passages L-36 and L-3
7, the oil passage L-37 is connected to the drain port via the C-0 control valve 64. The clutch apply control valve 66 is connected to the oil passage L-5.
4, the left half position is maintained by the hydraulic pressure supplied from L-55, so that the oil passages L-52 and L-53 communicate with each other. Therefore, the hydraulic servo C-0 operates in the oil passage L-.
53, the clutch apply control valve 66, and the oil passages L-52 and L-37.

Therefore, it is possible to achieve the first speed in which engine braking cannot be obtained. Next, a case where a failure occurs in the third solenoid valve SL3 or the C-1 control valve 57 will be described. In this case, the oil passages L-34 and L-35 are disconnected from each other, and the oil passage L-35 is communicated with the drain port. Since the clutch apply control valve 66 can be maintained in the left half position by the hydraulic pressure supplied from the oil passage L-51, the oil passage L-
The communication between 56 and L-57 is maintained. Therefore, the oil pressure in the hydraulic servo C-1 is the same as the oil passages L-58, L-57,
Clutch apply control valve 66 and oil passage L-
56, L-35 through the drain, the first clutch C
1 is released.

Further, along with the drainage of the hydraulic pressure in the hydraulic servo C-1, the hydraulic pressure maintaining the second B-1 apply control valve 62 in the left half position is drained, and the second B-1 is applied. The Apply control valve 62 switches to the right half position. Thereby, the oil passages L-68, L-7
1 is communicated with each other, and the D range pressure P _D of the oil passage L-68 acts to switch the first B-1 apply control valve 71 to the right half position via the oil passages L-71 and L-73. To do. However, since the hydraulic servo C-1 is drained, the force for switching the first B-1 apply control valve 71 to the right half position is the oil passage L-8.
6, the force based on the hydraulic pressure supplied from L-73 is the only force, and loses the force for switching the first B-1 apply control valve 71 to the left half position. Therefore, the first B-1 apply control valve 71 is left. Maintain half position.

Therefore, the oil passages L-72 and L-83 are made to communicate with each other, the D range pressure P _D is supplied to the hydraulic servo B-1, and the first brake B1 is engaged. Also, B
-2 Apply control valve 67 is oil passage L-96.
So that the hydraulic pressure supplied to the hydraulic servo C-0 via the hydraulic circuit and the hydraulic pressure supplied to the hydraulic servo B-1 via the oil passage L-97 switch the B-2 apply control valve 67 to the right half position. To work. As a result, the force for switching the B-2 apply control valve 67 to the right half position overcomes the force for maintaining the left half position.
The Apply control valve 67 switches to the right half position.

Therefore, the fourth speed can be achieved. Next, the fourth speed will be described. At the fourth speed, in a normal state, the fourth clutch C0, the first brake B1, and the third brake B3 are engaged. First, a case where a failure occurs in the sixth solenoid valve DSL or the B-2 control valve 65 will be described.

In this case, the oil pressure is supplied to the oil passage L-41, and the oil pressure is supplied to the B-2 apply control valve 67 via the oil passage L-44. However, the B-2
Since the apply control valve 67 has already been switched to the right half position in the normal state, the oil passage L-44,
Communication between L-95 is blocked by the spool of the B-2 apply control valve 67, and the hydraulic servo B-2
The hydraulic pressure inside is drained.

Therefore, the fourth speed can be maintained. Next, a case where a failure occurs in the first solenoid valve SL1 or the B-1 control valve 55 will be described. In this case, the oil passages L-24 and L-25 are cut off, and the hydraulic pressure of the hydraulic servo B-1 is changed to the oil passage L-83, the first B-1 apply control valve 71, and the oil passage L-.
72, L-71, the second B-1 apply control valve 62, and the oil passages L-67 and L-25. This allows the second B-1 apply control valve 62 to pass through the oil passage L-63 or the oil passage L-64.
Is drained, and the second B-1 apply control valve 62 is operated.
Switches to the right half position. And L-68, L-71
The spaces are in communication. In this case, since the D range pressure P _D is supplied to the oil passage L-71 instead of the B-1 control pressure P _B1 , the first B-1 apply control valve 71 is used.
The B-2 apply control valve 67 does not switch.

Therefore, the fourth speed can be maintained. Next, a case where a failure occurs in the second solenoid valve SL2 or the C-0 control valve 64 will be described. In this case, the oil passages L-36 and L-37 are shut off, and the oil passage L-37 is closed by the C-0 control valve 64.
Through the drain port. As a result, the hydraulic pressure in the hydraulic servo C-0 is changed to the oil passage L-53, the clutch apply control valve 66 and the oil passage L-5.
2, drained via L-37. Therefore, the hydraulic pressure acting to maintain the left half position of the clutch apply control valve 66 is no longer supplied to the oil passage L-51, and the clutch apply control valve 66 is stopped.
Switches to the right half position. As a result, oil passages L-61, L
The -62 and the oil passages L-57 and L-53 are communicated with each other, and the D range pressure P _D is supplied to the hydraulic servos C-0 and C-1. At the same time, a force for switching the first B-1 apply control valve 71 to the right half position acts via the oil passages L-86 and L-87. Thereby, the first B-
The 1-apply control valve 71 has an oil passage L-7.
Since hydraulic pressures are respectively supplied from 3, L-86, and L-87, the first B-1 apply control valve 71 overcomes the force for taking the left half position, so that the first B-1 apply control is performed. The valve 71 can be switched to the right half position. As a result, the hydraulic pressure in the hydraulic servo B-1 is the oil passage L-.
83, the first B-1 apply control valve 71 to communicate with the drain port, the first brake B
1 is released.

Further, as the first B-1 apply control valve 71 is switched, the D range pressure P _D supplied to the oil passage L-91 is changed to the clutch apply control valve via the oil passage L-92. 66, and the clutch apply control valve 66 acts so as to assume the right half position. Then, the hydraulic pressure supplied to the oil passage L-97 is drained. Therefore, the hydraulic pressure that acts to bring the B-2 apply control valve 67 to the right half position is only the hydraulic pressure supplied from the oil passage L-96. Then, the B-2 apply control valve 6
Since the force for 7 to maintain the right half position loses the force for taking the left half position, the B-2 apply control valve 67 is switched to the left half position.

Therefore, the third speed can be achieved. Next, a case where a failure occurs in the third solenoid valve SL3 or the C-1 control valve 57 will be described. In this case, the oil passages L-34 and L-35 are communicated with each other, and the hydraulic pressure is supplied to the clutch apply control valve 66 via the oil passages L-35 and L-56.
Since the clutch apply control valve 66 is in the left half position, the oil passages L-56 and L-57 are communicated with each other, and the oil pressure is supplied to the hydraulic servo C-1 via the oil passage L-58. . Further, the hydraulic pressure supplied to the hydraulic servo C-1 is supplied to the first B-1 apply control valve 71 via the oil passages L-65 and L-87, and the first B-1 apply control valve 71 is supplied.
-1 It acts so as to switch the apply control valve 71 to the right half position. As a result, the force that attempts to switch the first B-1 apply control valve 71 to the right half position overcomes the force that maintains the left half position, so that the first B-1 apply control valve 71 moves to the right. Take half position. As a result, the oil passages L-72 and L-83 are disconnected from each other, the hydraulic servo B-1 is connected to the drain port via the oil passage L-83 and the B-1 apply control valve 71, and the first brake B1 is connected. Is released.

Further, the D range pressure P _D supplied to the oil passage L-91 in accordance with the switching of the first B-1 apply control valve 71 causes the clutch apply control valve to pass through the oil passage L-92. 66, and the clutch apply control valve 66 acts so as to assume the right half position. Then, the hydraulic pressure supplied to the oil passage L-97 is drained. Therefore, the hydraulic pressure that acts to bring the B-2 apply control valve 67 to the right half position is only the hydraulic pressure supplied from the oil passage L-96. Then, the B-2 apply control valve 6
The force for 7 to maintain the right half position is defeated by the force for taking the left half position, and B-2 Apply control valve 67 is switched to the left half position.

Therefore, the third speed can be achieved. Next, the fifth speed will be described. 4-in 5th gear
The operation is the same as in the case of the fourth speed except that the third brake B3 is released and the third clutch C3 is engaged by the switching of the fifth shift valve. Therefore, the operation when the failure occurs is the fourth speed. Is the same as.

In the embodiment of the present invention, the automatic transmission 11 achieves a predetermined shift speed in order to reliably transmit power, but it may achieve any other shift speed. You can also Next, a second embodiment of the present invention will be described. In addition, about the thing which has the same structure as 1st Embodiment, the description is abbreviate | omitted by giving the same code | symbol. Also, FIG. 4 is referred to for the left half diagram of the hydraulic circuit.

FIG. 5 shows the second embodiment of the present invention.
It is a right half figure showing a hydraulic circuit. In this case,
Second B-1 Apply control valve as a means
The bub 62 has the left half position as the first position and the second position as the second position.
Then, the right half position is selectively taken. Then, the second B-
The 1-apply control valve 62 is connected to the oil passage L-25,
B-1 via L-63 or oil passage L-25, L-64.
Control pressure P _B1Is supplied or the hydraulic servo C
Hydraulic pressure supplied to -1 (C-1 control pressure P_C1Or
D range pressure P_D) Is supplied via oil passages L-65 and L-66.
It is supplied to the left half position and passes through oil passages L-25 and L-67.
Supplied B-1 control pressure P_B1Oil passage L-
1st B-1 Apply control valve via 71
Supply to 71. The second B-1 Apply control
The rule valve 62 is a switching valve.

In the first embodiment, the D range pressure P _D is used as the hydraulic pressure supplied with the switching of the second B-1 apply control valve 62 when a failure occurs. In the embodiment of the present invention, the hydraulic pressure supplied to the hydraulic servo C-0 is used. The hydraulic pressure supplied to the hydraulic servo C-0 is the oil passage L-8.
5, and is supplied to the second B-1 apply control valve 62 via L-101.

When the second B-1 apply control valve 62 takes the right half position, the oil passage L-68 is used.
1 and L-71 are communicated with each other, and oil passages L-72 and L-7
3, the hydraulic pressure supplied to the hydraulic servo C-0 is supplied.
Further, when the second B-1 apply control valve 62 takes the left half position, the oil passages L-681 and L-71 are shut off from each other. The switching of the second B-1 apply control valve 62 to the right half position is the same as in the first embodiment.

Next, a third embodiment of the present invention will be described. In addition, about the thing which has the same structure as 1st Embodiment, the description is abbreviate | omitted by giving the same code | symbol. FIG. 6 is a left half view showing a hydraulic circuit according to the third embodiment of the present invention, and FIG. 7 is a right half view showing a hydraulic circuit according to the third embodiment of the present invention.

In the first embodiment, the B-2 control valve 65 and the B-1 control valve 55 are used.
And B-2 Apply control valve 67 and first B
-1 The relationship with the apply control valve 71 is B-
2 When the control valve 65 and the B-1 control valve 55 regulate the D range pressure P _D to generate the B-2 control pressure P _B2 and the B-1 control pressure P _B1 and the fail occurs, the B-2 The supply of the control pressure P _B2 and the B-1 control pressure P _B1 to the predetermined hydraulic servo is stopped. In the embodiment of the present invention, the B-2 control valve 65 and the B-
The B-2 apply control valve 67 and the first B-1 apply control valve 71 are disposed on the upstream side of the 1 control valve 55, and the B-2 control pressure P _B2
And the D range pressure P _D of the original pressure for generating the B-1 control pressure P _B1 is applied to the B-2 apply control valve 67 and the first B-1 apply control valve 71.
And is supplied to the B-2 control valve 65 and the B-1 control valve 55 via. Then, when a failure occurs, the D range pressure P _D to the B-2 control valve 65 and the B-1 control valve 55 is changed by switching the B-2 apply control valve 67 and the first B-1 apply control valve 71. Supply is stopped.

The B-2 apply control valve 167 as a shutoff valve is equipped with spools a, b and d,
The spools a and b and the spools b and d can be freely contacted and separated. Then, a spring c is arranged between the spools a and b, and the spools a and b are urged toward the left half position side under the load of the spring c. Further, the B-2 apply control valve 167 takes the left half position by the spring c, and the oil passage L-11,
The D range pressure P _D supplied to the B-2 apply control valve 167 via L-101 is further fed to the oil passage L-.
B-2 Apply control valve 16 via 151
7, and the B-2 apply control valve 167 is operated so as to take the left half position. Then, the D range pressure P _D supplied via the oil passages L-11 and L-101 is supplied to the B-2 control valve 165 via the oil passage L-102.

In the B-2 control valve 165, the signal hydraulic pressure is supplied via the oil passage L-32 to adjust the D range pressure P _D supplied via the oil passage L-102 to adjust the B-2 pressure. The control pressure P _B2 is generated, the B-2 control pressure P _B2 is supplied to the hydraulic servo B-2 via the oil passage L-103, and the B-2 apply control is performed via the oil passage L-104. It is supplied to the valve 167 and operated so as to switch the spool a to the right half position.

In the B-2 apply control valve 167, the hydraulic pressure supplied to the hydraulic servo B-1 is supplied to the oil chamber between the spool a and the spool b and supplied to the hydraulic servo C-0. Is supplied to the lower oil chamber of the spool b in the figure, and the surface areas of the spools a and b to which the respective hydraulic pressures are applied are made equal. As a result, even when hydraulic pressure is supplied to the hydraulic servos B-1 and C-0 (4th and 5th speeds), the force for switching the B-2 apply control valve 167 to the right half position is Since it is the same as when hydraulic pressure is supplied to either one of the hydraulic servos B-1 and C-0 (2nd speed and 3rd speed), the B-2 apply control valve 167 is switched to the right half position. Absent.

That is, in the normal state, the oil passage from the B-2 control valve 165 to the hydraulic servo B-2 is always secured. Therefore, when the L range is selected, the engine brake for the first speed is selected. The second brake B2 for the vehicle can be quickly engaged. On the contrary,
When the undivided spool a is used like the B-2 apply control valve 67 of the first and second embodiments, the B-2 apply control valve 167 becomes It will switch to the right half position. As a result, the oil pressure is not supplied to the oil passage L-151 (FIG. 7), so that even if a downshift is performed to the 3rd speed or the 2nd speed, the B-2 apply control valve 167 is in the right half position. Remains picked up. For example, when the L range is selected in such a second speed state, the B-2 control valve 165 and the hydraulic servo B-
The oil passage between No. 2 and 2 is formed only after the hydraulic pressure of the hydraulic servo B-1 has been drained to some extent. In that case,
The response becomes poor when the L range is selected.

The B-2 apply control valve 167 as a shutoff valve is provided with spools a and b which are arranged so as to be able to come into contact with and separate from each other, and the spools a and b receive the load from the spring c and are located at the left half position side. Be urged by. The B-2 apply control valve 167 takes the left half position by the spring c, and the oil passage L-1
1, the D range pressure P _D supplied to the B-2 apply control valve via L-101 is further passed through the oil passage L-1.
51 through B-2 Apply control valve 167
B-2 Apply control valve 1
67 is caused to act in the left half position. Then, the D range pressure P supplied via the oil passages L-11 and L-101.
_D is supplied to the B-2 control valve 165 via the oil passage L-102.

In the B-2 control valve 165, the signal hydraulic pressure is supplied via the oil passage L-32 to adjust the D range pressure P _D supplied via the oil passage L-102 to adjust the B-2 pressure. The control pressure P _B2 is generated, the B-2 control pressure P _B2 is supplied to the hydraulic servo B-2 via the oil passage L-103, and the B-2 apply control valve is supplied via the oil passage L-104. It is supplied to the spool a of 167 and acts to switch the spool a to the right half position.

Next, the first B-1 apply control valve 171 as a shutoff valve includes spools a and b, and a spring SP1 between the spools a and b. Then, the first B-1 apply control valve 171 normally takes the left half position by the urging force of the spring SP1, and the oil passages L-11, L-23,
The D range pressure P _D supplied to the first B-1 apply control valve 171 via the L-105 is supplied to the oil passage L-.
It is supplied to the end portion of the first B-1 apply control valve 171 via 152, and the first B-1 apply control valve 171 is caused to act in the left half position.

The B-1 control valve 155 is supplied with the signal hydraulic pressure via the oil passage L-15, and the oil passage L-12.
The D range pressure P _D supplied via 4 is regulated, and B-1
The control pressure P _B1 is generated, and the B-1 control pressure P _B1 is passed through the oil passage L-125 to the second B-1 apply control valve 162 as a fail safe means.
Supply to.

The second B-1 apply control valve 162 selectively takes the left half position as the first position and the right half position as the second position. And the second B
-1 Apply control valve 162 is an oil passage L-1.
25, L-63 or oil passages L-125, L-64, the B-1 control pressure P _B1 is supplied, or the hydraulic pressure C-1 of the first clutch C1 is supplied to the hydraulic servo C-1.
Control pressure P _C1 or D range pressure P _D ) is oil passage L6
5, the left half position is supplied via L-66, and the B-1 control pressure P _B1 supplied via oil passages L-125 and L-67 is supplied to the first position via oil passage L-71. 1 brake B
1 to the hydraulic servo B-1 and oil passage L-7
The first B-1 apply control valve 171 is supplied to the first B-1 apply control valve 171 via the L-153, and the first B-1 apply control valve 171 is switched to the right half position. Further, the hydraulic pressure supplied to the hydraulic servo B-1 is supplied between the spool a and the spool b in the B-2 apply control valve 167 via the oil passage L-97 to switch the spool a to the right half position. Acts like.

The second B-1 apply control valve 162 and the clutch apply control valve 66 operate in the same manner as in the first embodiment. However,
Since the shape of the B-2 apply control valve 167 is different, the action of the hydraulic pressure supplied to the hydraulic servo C-0 on the B-2 apply control valve 167 is
This is different from the first embodiment. That is, in the present embodiment, the hydraulic pressure supplied to the B-2 apply control valve 167 via the oil passages L-85 and L-96 causes the spool a and the spool b of the B-2 apply control valve 167 to flow. , It works to switch to the right half position. However, the cross-sectional area of the spool a on which the hydraulic pressure supplied to the B-2 apply control valve 167 acts via the oil passage L-97 and the B-2 apply control valve 167 via the oil passage L-96. Since the cross-sectional area of the spool b on which the applied hydraulic pressure acts is equal, one of the engagement pressures of the hydraulic servos B-1 and C-0 acts and the hydraulic servos B-1 and C-0 act. Comparing with the case where it works, the forces for switching the spool a to the right half position become equal.

Next, the operation of each valve when a failure occurs will be described. The operations of the second B-1 apply control valve 162 and the clutch apply control valve 66 are the same as those in the first embodiment, so that the B-2 apply control valve 167 and the first
The operation of the B-1 apply control valve 171 will be described. The B-2 apply control valve 167 and the first B-1 apply control valve 1
The conditions for switching 71 to the right half position are almost the same as those in the first embodiment, but the B-2 apply control valve 167 has a structure that switches to the right half position only in the fail state. That is, the B-2 apply control valve 167 and the first B-1 apply control valve 171 switch to the right half position when the first solenoid valve SL in the L range first speed.
1 or B-1 When the control valve 155 fails, the second solenoid valve SL2 or C-0
When the control valve 164 fails,
And when a failure occurs in the third solenoid valve SL3 or the C-1 control valve 157,
In the case of the high speed, when the sixth solenoid valve DSL or the B-2 control valve 165 fails, the second solenoid valve SL2 or the C-0 control valve 164 fails, and the third solenoid When a failure occurs in the valve SL3 or the C-1 control valve 157, or in the case of the third speed, the sixth solenoid valve DSL or B-2
When the control valve 165 fails,
And when a failure occurs in the first solenoid valve SL1 or the B-1 control valve 155, 4
In the case of the high speed, when the sixth solenoid valve DSL or the B-2 control valve 165 fails, the second solenoid valve SL2 or the C-0 control valve 164 fails, and the third solenoid There are 11 ways in total when a failure occurs in the valve SL3 or the C-1 control valve 157.

Next, the operation of each valve will be described.
First, when a failure occurs in the first solenoid valve SL1 or the B-1 control valve 155 at the 1st speed in the L range, the oil passages L-11, L-23, L-10.
5, the D range pressure P _D supplied via the first B-1 apply control valve 171 and the oil passage L-124 is the second B-1 apply control via the oil passages L-125 and L-67. It is supplied to the valve 162. The hydraulic pressure supplied to the hydraulic servo C-1 is the second B-1.
Since the apply control valve 162 acts so as to take the left half position, the oil passages L-67 and L-71 are communicated with each other, and the B-1 control pressure P _B1 changes the hydraulic servo B-1.
And the first brake B1 is engaged.

The hydraulic pressure supplied to the hydraulic servo B-1 is supplied to the first B-1 apply control valve 171 through the oil passage L-153, and the first B-1 apply control valve 171 is supplied. Acts so as to take the right half position. However, the force for switching the first B-1 apply control valve 171 to the right half position (the hydraulic pressure supplied to the hydraulic servo B-1 via the oil passage L-153 and the surface of the spool a to which the hydraulic pressure is applied). Product of area + oil passage L
The product of the hydraulic pressure supplied to the hydraulic servo C-1 via -87 and the surface area of the spool a to which the hydraulic pressure is applied) is such that the first B-1 apply control valve 171 maintains the left half position. Force (load of spring SP1 + D range pressure P _D supplied via oil passage L-152 and the D
The first B-1 apply control valve 171 maintains the left half position because it loses the product of the range pressure P _D and the area of the surface of the spool b.

The hydraulic pressure supplied to the hydraulic servo B-1 is supplied to the B-2 apply control valve 167 via the oil passage L-97, and the spool a of the B-2 apply control valve 167 is in the right half. It acts like taking a position. As a result, the force to switch the B-2 apply control valve 167 to the right half position (oil passage L
-97 the product of the hydraulic pressure supplied to the hydraulic servo B-1 and the area of the surface of the spool a to which the hydraulic pressure is applied + oil passage L-1
The product of the hydraulic pressure supplied to B-2 via 04 and the area of the surface of the spool a to which the hydraulic pressure is applied) tries to maintain the B-2 apply control valve 167 in the left half position (of the spring c). The load + the product of the D range pressure P _D supplied via the oil passage L-151 and the surface area of the spool d to which the D range pressure P _D is applied), and thus the B-2 apply control valve 167 is Switch to the right half position.
By switching the B-2 apply control valve 167 to the right half position, the oil passages L-101 and L-102 are shut off, and the D range pressure P _D that is the original pressure of the B-2 control pressure P _B2 is B -2 is no longer supplied to the control valve 165.

The hydraulic servo B-2 is connected to the oil passage L-10.
3, B-2 control valve 165, oil passage L-10
2, B-2 Apply control valve 167, oil passage L
The second brake B2 is released by being communicated with the drain port through −94, L-12 and the manual valve 54. And B-2 Apply control valve 1
Since the hydraulic pressure in the oil passage L-104 is drained with the switching of 67 to the right half position, the force for switching the B-2 apply control valve 167 to the right half position is related to the hydraulic servo B-1. Only the power, but oil passage L-15
1, L-101 is cut off, oil passage L-151, L-94
And the oil passage L-94 is connected to the oil passage L-.
12. Since it is communicated with the drain port via the manual valve 54, the force for switching the B-2 apply control valve 167 to the left half position is only the load of the spring c. As a result, the force by which the B-2 apply control valve 167 takes the right half position (the hydraulic pressure supplied to the hydraulic servo B-1 via the oil passage L-97 and the area of the surface of the spool a to which the hydraulic pressure is applied). Product) is B-
Since it overcomes the force (load of spring c) that tries to switch the 2 apply control valve 167 to the left half position,
The B-2 apply control valve 167 maintains the right half position.

Therefore, the second speed can be achieved. Next, when a failure occurs in the second solenoid valve SL2 or the C-0 control valve 164, the oil passages L-36 and L-37 are made to communicate with each other, and the oil pressure in the oil passage L-52 is changed to the clutch apply control valve. 66. The clutch apply control valve 66
Is in the left half position due to the action of the C-1 control pressure P _C1 , the oil pressure in the oil passage L-52 is
It is supplied to the hydraulic servo C-0 via 53, and the fourth clutch C0 is engaged.

The hydraulic pressure supplied to the hydraulic servo C-0 is supplied to the first B-1 apply control valve 171 via the oil passages L-85 and L-86, and the first B-1 apply control valve 171 is supplied.
The -1 apply control valve 171 acts so as to take the right half position. However, the force for switching the first B-1 apply control valve 171 to the right half position (the hydraulic pressure supplied to the hydraulic servo C-0 via the oil passage L-86 and the surface of the spool a to which the hydraulic pressure is applied). Product of area +
The product of the hydraulic pressure supplied to the hydraulic servo C-1 via the oil passage L-87 and the surface area of the spool a to which the hydraulic pressure is applied is
The force by which the first B-1 Apply control valve 171 tries to maintain the left half position (the load of the spring SP1 +
The product of the D range pressure P _D supplied via the oil passage L-152 and the surface area of the spool a to which the D range pressure P _D is applied)
Therefore, the first B-1 apply control valve 171 maintains the left half position.

The hydraulic pressure supplied to the hydraulic servo C-0 is also supplied to the B-2 apply control valve 167 via the oil passages L-85 and L-96, and the B-2 apply control valve 167 is turned to the right. It acts to take a half position. As a result, the force (oil passage L- that tries to switch the B-2 apply control valve 167 to the right half position).
96, the product of the hydraulic pressure supplied to the hydraulic servo C-0 and the area of the surface of the spool a to which the hydraulic pressure is applied, plus the oil passage L-10.
The product of the hydraulic pressure supplied to the hydraulic servo B-2 via 4 and the area of the surface of the spool a to which the hydraulic pressure is applied is the force (spring force) at which the B-2 apply control valve 167 tries to maintain the left half position. C load + product of the D range pressure P _D supplied via the oil passage L-151 and the area of the surface of the spool d to which the D range pressure P _D is applied), and thus the B-2 apply control valve 167 Switches to the right half position. And B-2 Apply control valve 167
The oil passages L-101 and L-
102 is cut off, and the D range pressure P _D, which is the original pressure of the B-2 control pressure P _B2 , becomes the B-2 control valve 16
5 will not be supplied.

Further, the hydraulic servo B- of the second brake B2
2 is an oil passage L-103, B-2 control valve 16
5, the oil passage L-102, the B-2 apply control valve 167, the oil passages L-94, L-12, and the manual valve 54 are communicated with the drain port, and the second brake B2 is released. Further, since the hydraulic pressure in the oil passage L-104 is drained with the switching of the B-2 apply control valve 167 to the right half position, the force for switching the B-2 apply control valve 167 to the right half position is Only the force related to the hydraulic servo C-0, but the oil passages L-151 and L-101 are cut off, and the oil passage L-15
1 and L-94 are communicated with each other, and oil passage L-9
Since No. 4 is connected to the drain port via the oil passage L-12 and the manual valve 54, the force for switching the B-2 apply control valve 167 to the left half position is only the load of the spring c.

As a result, the force (oil passage L-
The product of the oil pressure supplied to the hydraulic servo C-0 via 97 and the area of the surface of the spool b to which the oil pressure is applied) tries to switch the B-2 apply control valve 167 to the left half position (spring). C-load), so B-
The 2 apply control valve 167 maintains the right half position.

Therefore, the third speed can be achieved. Next, when a failure occurs in the third solenoid valve SL3 or the C-1 control valve 66, the oil passages L-34 and L-35 are shut off, and the oil passage L-35 is connected to the drain port. As a result, as in the first embodiment, the D range pressure P _D changes to the hydraulic servo C-0,
It is supplied to C-1. Further, the hydraulic pressure supplied to the hydraulic servo C-0 is the first B hydraulic pressure via the oil passages L-85 and L-86.
-1 apply control valve 171 is supplied to the first B-1 apply control valve 171 so that the first B-1 apply control valve 171 takes the right half position, and the hydraulic servo C-1
The hydraulic pressure supplied to the first B-1 apply control valve 17 is supplied to the first B-1 apply control valve 171 via oil passages L-65 and L-87.
1 acts so as to take the right half position. However, the force for switching the first B-1 apply control valve 171 to the right half position (the hydraulic pressure supplied to the hydraulic servo C-0 via the oil passage L-86 and the spool a to which the hydraulic pressure is applied).
Of the area of the surface of the oil + the hydraulic servo C via the oil passage L-87
-1 is the product of the hydraulic pressure supplied to -1 and the area of the surface of the spool a to which the hydraulic pressure is applied, which is the force by which the first B-1 apply control valve 171 tries to maintain the left half position (load of spring SP1 + The first B-1 apply control valve 171 moves to the left half position because it loses to the product of the D range pressure P _D supplied via the oil passage L-152 and the surface area of the spool a to which the oil pressure is applied. maintain.

The hydraulic pressure supplied to the hydraulic servo C-0 is also supplied to the B-2 apply control valve 67 via the oil passages L-85 and L-96, and the B-2 apply control valve 167 moves to the right. It acts to take a half position. As a result, the B-2 Apply control valve 1
Force to switch 67 to the right half position (oil passage L-96
Product of the hydraulic pressure supplied to the hydraulic servo C-0 and the area of the surface of the spool b to which the hydraulic pressure is applied + the hydraulic pressure supplied to the hydraulic servo B-2 via the oil passage L-104 and the hydraulic pressure. The product of the applied area of the spool a and the surface area of the spool a is the force (the load of the spring c + the D range pressure supplied via the oil passage L-151) for the B-2 apply control valve 67 to maintain the left half position. The product of P _D and the area of the surface of the spool d to which the D range pressure P _D is applied), and the B-2 apply control valve 67 is switched to the right half position.

When the B-2 apply control valve 167 is switched to the right half position, the oil passage L-1
01 and L-102 are cut off, and the D range pressure P _D, which is the original pressure of the B-2 control pressure P _B2 , is not supplied to the B-2 control valve 165. Also, hydraulic servo B
-2 is an oil passage L-103, B-2 control valve 1
65, the oil passage L-102, the B-2 apply control valve 167, the oil passages L-94, L-12, and the manual valve 54 so as to communicate with the drain port, and
The brake B2 is released.

Further, with the switching of the B-2 apply control valve 167 to the right half position, the oil passage L-104
Since the hydraulic pressure inside is drained, the force for switching the B-2 apply control valve 167 to the right half position is
Only the force related to the hydraulic servo C-0, but the oil passage L-1
51 and L-101 are disconnected, and oil passages L-151 and L-
Since the oil passages L-94 are made to communicate with each other and the oil passage L-94 is made to communicate with the drain port via the oil passage L-12 and the manual valve 54, the B-2 apply control valve 167 tries to switch to the left half position. The force is only the load of the spring c. As a result, the force of the B-2 apply control valve 167 taking the right half position (the product of the hydraulic pressure supplied to the hydraulic servo C-0 via the oil passage L-97 and the surface area of the spool a to which the hydraulic pressure is applied). ) Overcomes the force (load of spring c) that tries to switch the B-2 apply control valve 167 to the left half position, so that the B-2 apply control valve 167 maintains the right half position.

Therefore, the third speed can be achieved. Next, in the second speed, the sixth solenoid valve DS
When a failure occurs in the L or B-2 control valve 165, it is supplied to the B-2 control valve 165 via the oil passages L-11, L-101, the B-2 apply control valve 167 and the oil passage L-102. The D range pressure P _D passes through the oil passage L-103 and the hydraulic servo B-
No. 2 is supplied to B-2 through the oil passage L-104.
2 Apply control valve 167, the B
The -2 apply control valve 167 acts so as to take the right half position.

By the way, in the second speed, the oil passage L-97.
The hydraulic pressure supplied to the hydraulic servo B-1 via B acts to switch the B-2 apply control valve 167 to the right half position. As a result, the force for switching the B-2 apply control valve 167 to the right half position (the hydraulic pressure supplied to the hydraulic servo B-1 via the oil passage L-97 and the area of the surface of the spool a to which the hydraulic pressure is applied) And the product of the hydraulic pressure supplied to the hydraulic servo B-2 via the oil passage L-104 and the surface area of the spool a to which the hydraulic pressure is applied)
B-2 Apply control valve 167 force to maintain left half position (load of spring c + oil passage L-1
The product of the D range pressure P _D supplied via 51 and the area of the surface of the spool d to which the D range pressure P _D is applied), so that the B-2 apply control valve 167 switches to the right half position.

When the B-2 apply control valve 167 is switched to the right half position, the oil passage L-10 is changed.
1, L-102 is cut off, B-2 control pressure P
_The D range pressure P _D, which is the original pressure of _B2 , is not supplied to the B-2 control valve 165. Also, the hydraulic servo B-
2 is an oil passage L-103, B-2 control valve 16
5, the hydraulic pressure L-102, the B-2 apply control valve 167, the oil passages L-94, L-12, and the manual valve 54 are communicated with the drain port, and the second brake B2 is released. Then, as the B-2 apply control valve 167 is switched to the right half position,
Since the hydraulic pressure in the oil passage L-104 is drained, B-2
The force that switches the Apply control valve 167 to the right half position is only the force related to the hydraulic servo B-1,
The oil passages L-151 and L-101 are cut off, and the oil passage L-1
51 and L-94 communicate with each other, and the oil passage L-
Since 94 is communicated with the drain port via the oil passage L-12 and the manual valve 54, the force for switching the B-2 apply control valve 167 to the left half position is the load of the spring c. As a result, the B
The force by which the -2 apply control valve 167 takes the right half position (the product of the hydraulic pressure supplied to the hydraulic servo B-1 via the oil passage L-97 and the surface area of the spool a to which the hydraulic pressure is applied) is B -2 Force to switch the Apply control valve 167 to the left half position (load of spring c)
B-2 Apply control valve 167
Maintains the right half position.

Therefore, the second speed can be achieved. Next, when a failure occurs in the second solenoid valve SL2 or the C-0 control valve 164, the oil passages L-36 and L-37 are made to communicate with each other to cause the oil passage L-5.
2. Hydraulic pressure is supplied to the hydraulic servo C-0 via the clutch apply control valve 66 and the oil passage L-53. Further, the hydraulic pressure supplied to the hydraulic servo C-0 is supplied to the first B-1 apply control valve 171 via the oil passages L-85 and L-86, and the first B-1 apply control is performed. It acts to switch the valve 171 to the right half position. As a result, the force for switching the first B-1 apply control valve 171 to the right half position (the hydraulic pressure supplied to the hydraulic servo B-1 via the oil passage L-153 and the spool a to which the hydraulic pressure is applied). Product of surface area + product of hydraulic pressure supplied to hydraulic servo C-1 via oil passage L-87 and surface area of spool a to which the hydraulic pressure is applied + hydraulic servo via oil passage L-86 Product of hydraulic pressure supplied to C-0 and surface area of spool a to which the hydraulic pressure is applied)
However, the force of the first B-1 apply control valve 171 trying to maintain the left half position (the load of the spring SP1 + the D range pressure P _D supplied via the oil passage L-152).
And the area of the surface of the spool b to which the hydraulic pressure is applied), the first B-1 apply control valve 171
The oil passages L-105, L-
124 is cut off, and the D range pressure P _D, which is the original pressure of the B-1 control pressure P _B1 , is changed to the B-1 control valve 15.
5 will not be supplied.

The hydraulic servo B-1 is connected to the oil passage L-7.
1, the second B-1 apply control valve 162,
The first brake B1 is released by communicating with the drain port via the oil passages L-67, L-125, the B-1 control valve 155, the oil passage L-124 and the first B-1 apply control valve 171. It And the first
When the B-1 apply control valve 171 is switched to the right half position, the oil pressure in the oil passage L-153 is drained, so that the force for switching the first B-1 apply control valve 171 to the right half position is set. However, the hydraulic servo C-
0, C-1 only, but oil passage L-152,
Since the L-105 is cut off and the oil passage L-152 is communicated with the drain port, the force for switching the first B-1 apply control valve 171 to the left half position is only the load of the spring SP1. . This allows
The force for the first B-1 apply control valve 171 to take the right half position (the hydraulic pressure supplied to the hydraulic servo C-0 via the oil passage L-86 and the surface area of the spool a to which the hydraulic pressure is applied). Product + hydraulic servo C- via oil passage L-87
1. The product of the hydraulic pressure supplied to 1 and the surface area of the spool a to which the hydraulic pressure is applied is the force (the load of the spring SP1) that attempts to switch the first B-1 apply control valve 171 to the left half position. Because of the win, the first B-1 Apply control valve 171 maintains the right half position.

Therefore, the third speed can be achieved. Next, when a failure occurs in the third solenoid valve SL3 or the C-1 control valve 157, the clutch apply control valve 66 is switched to the right half position as in the first embodiment, and the hydraulic servo C-
The D range pressure P _D is supplied to 0 and C-1. Further, the hydraulic pressure supplied to the hydraulic servos C-0 and C-1 is the same as the first B-
It is supplied to the 1-apply control valve 171 and acts to switch the first B-1 apply control valve 171 to the right half position. As a result, the first B
-1 Force to switch the apply control valve 171 to the right half position (the hydraulic pressure supplied to the hydraulic servo B-1 via the oil passage L-153 and the spool a to which the hydraulic pressure is applied)
Of the area of the surface of the oil + the hydraulic servo C via the oil passage L-87
-1 product of the hydraulic pressure supplied to -1 and the area of the surface of the spool a to which the hydraulic pressure is applied + the hydraulic servo C-0 via the oil passage L-86.
The product of the hydraulic pressure supplied to the valve and the area of the surface of the spool a to which the hydraulic pressure is applied is the force (load of the spring SP1 + oil passage) for the first B-1 apply control valve 171 to maintain the left half position. The product of the D range pressure P _D supplied via the L-152 and the area of the surface of the spool b to which the D range pressure P _D is applied), so that the first B-1 apply control valve 171 operates in the right half. Switched to position. As a result, the oil passages L-105 and L-124 are shut off, and B
The D range pressure P _D, which is the original pressure of the −1 control pressure P _B1 , is not supplied to the B−1 control valve 155.
Further, the hydraulic servo B-1 of the first brake B1 is connected to the oil passage L.
-71, second B-1 apply control valve 16
2, the oil passages L-67, L-125, the B-1 control valve 155, the oil passage L-124, and the first B-1 apply control valve 171 are made to communicate with the drain port, and the first brake B1 is To be released.

Then, with the switching of the first B-1 apply control valve 171 to the right half position, the oil passage L
Since the hydraulic pressure in -153 is drained, the first B-1
The force for switching the apply control valve 171 to the right half position is only the force related to the hydraulic servos C-0 and C-1, but the oil passages L-152 and L-105 are shut off and the oil passage L-152 is opened. Because it can communicate with the drain port,
The force for switching the first B-1 apply control valve 171 to the left half position is only the load of the spring SP1. Thereby, the force (oil passage L) for the first B-1 apply control valve 171 to take the right half position.
-86 product of hydraulic pressure supplied to hydraulic servo C-0 and the area of the surface of spool a to which the hydraulic pressure is applied + oil passage L-8
The product of the hydraulic pressure supplied to the hydraulic servo C-1 through 7 and the surface area of the spool a to which the hydraulic pressure is applied) is the first B-
The first B-1 apply control valve 171 maintains the right half position because it overcomes the force (the load of the spring SP1) to switch the 1 apply control valve 171 to the left half position.

Therefore, the third speed can be achieved. Next, in the third speed, the sixth solenoid valve DS
When a failure occurs in the L or B-2 control valve 165, it is supplied to the B-2 control valve 165 via the oil passages L-11, L-101, the B-2 apply control valve 167 and the oil passage L-102. D range pressure P _D is supplied to the oil passage L-103, and the hydraulic servo B
-2 is supplied with the hydraulic pressure and is also supplied to the B-2 apply control valve 167 through the oil passage L-104, and acts to switch the B-2 apply control valve 167 to the right half position. In the third speed, the hydraulic pressure supplied to the hydraulic servo C-0 via the oil passage L-96 acts to switch the B-2 apply control valve 167 to the right half position. As a result, B-2
A force that attempts to switch the Apply control valve 167 to the right half position (via the hydraulic passage L-96, the hydraulic servo C-
0 and the area of the surface of the spool a to which the hydraulic pressure is applied + the hydraulic servo B-2 via the oil passage L-104.
The product of the hydraulic pressure supplied to the valve and the area of the spool a to which the hydraulic pressure is applied) is a force (the load of spring c +
The product of the D range pressure P _D supplied via the oil passage L-151 and the surface area of the spool d to which the D range pressure P _D is applied)
B-2 Apply control valve 167
Switches to the right half position.

When the B-2 apply control valve 167 is switched to the right half position, the oil passage L-10 is changed.
1, L-102 is cut off, B-2 control pressure P
_The D range pressure P _D, which is the original pressure of _B2 , is not supplied to the B-2 control valve 165. Also, the hydraulic servo B-
2 is an oil passage L-103, B-2 control valve 16
5, the oil passage L-102, the B-2 apply control valve 167, the oil passages L-94, L-12, and the manual valve 54 are communicated with the drain port, and the second brake B2 is released.

When the B-2 apply control valve 167 is switched to the right half position, the oil passage L-10 is changed.
Since the hydraulic pressure in 4 is drained, the force for switching the B-2 apply control valve 167 to the right half position is only the force related to the hydraulic servo C-0, but the oil passage L-15
1, L-101 is disconnected, and oil passages L-151, L-9
4 are communicated with each other, and the oil passage L-94 is connected to the oil passage L.
Since it is communicated with the drain port via the -12 and manual valve 54, the force for switching the B-2 apply control valve 167 to the left half position is only the load of the spring c. As a result, the force for the B-2 apply control valve 167 to take the right half position (the hydraulic pressure supplied to the hydraulic servo C-0 via the oil passage L-96 and the surface area of the spool a to which the hydraulic pressure is applied). Product of
However, the B-2 Apply control valve 167 maintains the right half position because it overcomes the force (load of the spring c) to switch the B-2 Apply control valve 167 to the left half position.

Therefore, the third speed can be achieved. Next, when a failure occurs in the first solenoid valve SL1 or the B-1 control valve 155, the oil passages L-11, L-23, L-105, the first B-1 apply control valve 171 and the oil passage. The D range pressure P _D supplied to the B-1 control valve 155 via the L-124 is the oil passages L-125, L-67, and the second B-
1 Apply control valve 162 and oil passage L-71
Is supplied to the hydraulic servo B-1 via. At the same time, the oil pressure supplied to the hydraulic servo B-1 is changed to the oil passage L-15.
1 through B-1 Apply control valve 1 through 3
71, the force for switching the first B-1 apply control valve 171 to the right half position (the hydraulic pressure supplied to the hydraulic servo B-1 via the oil passage L-153 and the hydraulic pressure are applied). Product of surface area of spool a + oil passage L
Product of the hydraulic pressure supplied to the hydraulic servo C-1 via -87 and the area of the surface of the spool a to which the hydraulic pressure is applied + the hydraulic pressure supplied to the hydraulic servo C-0 via the hydraulic servo L-86 and The product of the area of the surface of the spool a to which the hydraulic pressure is applied is the first
B-1 Apply control valve 171 maintains the left half position (load of spring SP1 + D range pressure P _D supplied via oil passage L-152 and spool to which the D range pressure P _D is applied. 1) the B-1 Apply control valve 17
1 switches to the right half position.

Then, with the switching of the first B-1 apply control valve 171 to the right half position, the oil passage L
-105 and L-124 are cut off, and the D range pressure P _D, which is the original pressure of the B-1 control pressure P _B1 , is not supplied to the B-1 control valve 155. Further, the hydraulic servo B-1 of the first brake B1 includes an oil passage L-71, a second B-1 apply control valve 162, and an oil passage L-6.
7, the L-125, the B-1 control valve 155, the oil passage L-124, and the first B-1 apply control valve 171 to communicate with the drain port, and the first brake B1 is released.

Then, with the switching of the first B-1 apply control valve 171 to the right half position, the oil passage L
Since the hydraulic pressure in -153 is drained, the first B-1
The force for switching the apply control valve 171 to the right half position is only the force related to the hydraulic servos C-0 and C-1, but the oil passages L-152 and L-105 are shut off and the oil passage L-152 is opened. Because it can communicate with the drain port,
The force for switching the first B-1 apply control valve 171 to the left half position is only the load of the spring SP1. Thereby, the force (oil passage L) for the first B-1 apply control valve 171 to take the right half position.
-86 product of hydraulic pressure supplied to hydraulic servo C-0 and the area of the surface of spool a to which the hydraulic pressure is applied + oil passage L-8
The product of the hydraulic pressure supplied to the hydraulic servo C-1 through 7 and the surface area of the spool a to which the hydraulic pressure is applied) is the first B-
The first B-1 apply control valve 171 maintains the right half position because it overcomes the force (the load of the spring SP1) to switch the 1 apply control valve 171 to the left half position.

Therefore, the third speed can be achieved. Next, in the fourth speed, the sixth solenoid valve DS
When a failure occurs in the L or B-2 control valve 165, it is supplied to the B-2 control valve 165 via the oil passages L-11, L-101, the B-2 apply control valve 167 and the oil passage L-102. D range pressure P _D is supplied to the oil passage L-103, and the hydraulic servo B
-2, and B through the oil passage L-104.
It is supplied to the -2 Apply control valve 167 and acts to switch to the right half position. In 4th gear,
The hydraulic pressure supplied to the hydraulic servo C-0 acts to switch the B-2 apply control valve 167 to the right half position via the oil passage L-96. By this, B
-2 force for switching the apply control valve 167 to the right half position (the product of the hydraulic pressure supplied to the hydraulic servo C-0 via the oil passage L-96 and the surface area of the spool b to which the hydraulic pressure is applied + Hydraulic servo B through oil passage L-104
-2, the product of the hydraulic pressure supplied to the -2 and the area of the surface of the spool a to which the hydraulic pressure is applied) tries to maintain the B-2 apply control valve 167 in the left half position (spring c).
Load + the product of the D range pressure P _D supplied via the oil passage L-151 and the area of the surface of the spool d to which the oil pressure is applied), so that the B-2 apply control valve 167 is set to the right half position. Switch.

When the B-2 apply control valve 167 is switched to the right half position, the oil passage L-10 is changed.
1, L-102 is cut off, B-2 control pressure P
_The D range pressure P _D, which is the original pressure of _B2 , is not supplied to the B-2 control valve 165. Also, the hydraulic servo B-
2 is an oil passage L-103, B-2 control valve 16
5, the oil passage L-102, the B-2 apply control valve 167, the oil passages L-94, L-12, and the manual valve 54 are communicated with the drain port, and the second brake B2 is released. Then, as the B-2 apply control valve 167 is switched to the right half position,
Since the hydraulic pressure in the oil passage L-104 is drained, B-2
The force that switches the Apply control valve 167 to the right half position is only the force related to the hydraulic servo C-0.
The oil passages L-151 and L-101 are cut off, and the oil passage L-1
51 and L-94 communicate with each other, and the oil passage L-
Since 94 is communicated with the drain port through the oil passage L-12 and the manual valve 54, the force for switching the B-2 apply control valve 167 to the left half position is only the load of the spring c. This allows
B-2 Apply control valve 167 force to take right half position (via hydraulic passage L-96, hydraulic servo C-0
Product of the hydraulic pressure supplied to the B and the surface area of the spool b to which the hydraulic pressure is applied) is the B-2 apply control valve 16
B-2 Apply control valve 167 maintains the right half position because it overcomes the force (load of spring c) to switch 7 to the left half position.

Therefore, the fourth speed can be achieved. Next, when a failure occurs in the second solenoid valve SL2 or the C-0 control valve 164, the clutch apply control valve 66 is switched to the right half position and the hydraulic servo C- is operated, as in the first embodiment.
The D range pressure P _D is supplied to 0 and C-1. Further, the hydraulic pressure supplied to the hydraulic servos C-0 and C-1 is the same as the first B-
It is supplied to the 1-apply control valve 171 and acts to switch the first B-1 apply control valve 171 to the right half position. As a result, the first B
-1 Force to switch the apply control valve 171 to the right half position (the hydraulic pressure supplied to the hydraulic servo B-1 via the oil passage L-153 and the spool a to which the hydraulic pressure is applied)
Of the area of the surface of the oil + the hydraulic servo C via the oil passage L-87
-1 product of the hydraulic pressure supplied to -1 and the area of the surface of the spool a to which the hydraulic pressure is applied + the hydraulic servo C-0 via the oil passage L-86.
The product of the hydraulic pressure supplied to the valve and the area of the surface of the spool a to which the hydraulic pressure is applied) is the force (the load of the spring SP1 + the oil passage) for maintaining the first B-1 apply control valve 171 in the left half position. The product of the D range pressure P _D supplied via the L-152 and the area of the surface of the spool b to which the D range pressure P _D is applied), so that the first B-1 apply control valve 171 operates in the right half. Switch to position. Then, along with the switching of the first B-1 apply control valve 171 to the right half position, the oil passages L-105, L-1.
24 is cut off, and the D range pressure P _D, which is the original pressure of the B-1 control pressure P _B1 , is the B-1 control valve 155.
Will not be supplied to.

The hydraulic servo B-1 is connected to the oil passage L-7.
1, the second B-1 apply control valve 162,
The first brake B1 is released by communicating with the drain port via the oil passages L-67, L-125, the B-1 control valve 155, the oil passage L-124 and the first B-1 apply control valve 171. It And the first
Since the hydraulic pressure in the oil passage L-153 is drained with the switching of the B-1 apply control valve 171 to the right half position, the first B-1 apply control valve 171 is switched to the right half position. Although the force to be applied is only the force related to the hydraulic servos C-0 and C-1, the oil passages L-152 and L-105 are cut off and the oil passage L-152 is cut off.
And the drain port can communicate with each other, so the first B-
The force to switch the 1-apply control valve 171 to the left half position is only the load of the spring SP1. As a result, the force for the first B-1 apply control valve 171 to take the right half position (oil passage L-86
The product of the hydraulic pressure supplied to the hydraulic servo C-0 and the area of the surface of the spool a to which the hydraulic pressure is applied + the hydraulic pressure supplied to the hydraulic servo C-1 supplied via the oil passage L-87. The product of the area of the surface of the spool a to which the hydraulic pressure is applied) overcomes the force (load of the spring SP1) that tries to switch the first B-1 apply control valve 171 to the left half position, so that the first B -1 Apply control valve 17
1 maintains the right half position.

Therefore, the third speed can be achieved. Next, when a failure occurs in the third solenoid valve SL3 or the C-1 control valve 157, the oil passages L-34 and L-35 are made to communicate with each other to cause the oil passage L-5.
6, the hydraulic pressure is supplied to the hydraulic servo C-1 via the clutch apply control valve 66 and the oil passages L-57 and L-58. Further, the hydraulic pressure supplied to the hydraulic servo C-1 is supplied to the first B-1 apply control valve 171 via the oil passages L-65 and L-87, and the first B-1 apply control is performed. It acts to switch the valve 171 to the right half position. Thereby, the first B-1
The force to switch the Apply control valve 171 to the right half position (via the hydraulic passage L-153, the hydraulic servo B
-1 product of the hydraulic pressure supplied to -1 and the area of the surface of the spool a to which the hydraulic pressure is applied + the hydraulic servo C-1 via the oil passage L-87.
Of the hydraulic pressure supplied to the hydraulic servo C-0 via the oil passage L-86 and the area of the surface of the spool a to which the hydraulic pressure is applied. Is the product of the first B-1 Apply control valve 1
71 force to keep left half position (Spring SP
1 load + the product of the D range pressure P _D supplied via the oil passage L-152 and the surface area of the spool b to which the D range pressure P _D is applied), and therefore the first B-1 apply The control valve 171 switches to the right half position. The first B
-1 With the switching of the apply control valve 171 to the right half position, the oil passages L-105 and L-124 are shut off, and the D range pressure P _D that is the original pressure of the B-1 control pressure P _B1 becomes B. -1 Control valve 155 is no longer supplied. The hydraulic servo B-1 is connected to the oil passage L-71,
Second B-1 apply control valve 162, oil passage L-67, L-125, B-1 control valve 15
5, the oil passage L-124 and the first B-1 apply control valve 171 are communicated with the drain port, and the first brake B1 is released. Also, the first B-
As the 1-apply control valve 171 is switched to the right half position, the hydraulic pressure to the oil passage L-153 is drained, so that the first B-1 apply control valve 17
The force to switch 1 to the right half position is the hydraulic servo C-0, C
Only the force related to -1, but oil passages L-152, L-1
Since the oil passage L-152 is communicated with the drain port, the force for switching the first B-1 apply control valve 171 to the left half position is only the load of the spring SP1. As a result, the force for the first B-1 apply control valve 171 to take the right half position (the hydraulic servo C-0 via the oil passage L-86).
Of the hydraulic pressure supplied to the hydraulic servo C-1 via the oil passage L-87 and the surface area of the spool a to which the hydraulic pressure is applied Is the product of the first B-1 Apply control valve 1
Force to switch 71 to the left half position (spring S
(P1 load), the first B-1 apply control valve 171 maintains the right half position.

Therefore, the third speed can be achieved. Further, when a valve stick occurs in the state where the first B-1 apply control valve 171 is placed in the right half position, the oil passages L-105 and L-124 remain blocked, and B-1 The control pressure P _B1 is no longer supplied to the hydraulic servo B-1. In that case, the first brake B1 cannot be engaged in the second speed or the fourth speed, and the second speed or the fourth speed cannot be achieved.

Therefore, when the first B-1 apply control valve 171 is placed in the right half position, the D range pressure P _D is changed to the oil passage L-1 as the fail-safe hydraulic pressure.
It is supplied to the first B-1 apply control valve 171 via 1, L-23, L-105, and is further supplied to the clutch apply control valve 66 as a fail-safe means via the oil passage L-192. . As a result, the clutch apply control valve 66 is forcibly placed in the right half position, and the D range pressure P _D is supplied to the hydraulic servos C-1 and C-0. The second B-
The 1-apply control valve 162, the clutch apply control valve 66, and the B-2 apply control valve 167 are switching valves.

In this case, since the first clutch C1 and the fourth clutch C0 can be engaged, the automatic transmission 1
The 1st can achieve the 3rd speed. As a result, the power can be reliably transmitted by the automatic transmission 11, so that the vehicle can be driven. Further, the D range pressure P _D is the B-2 apply control valve 167.
After being supplied to, have to be supplied to the B-2 control valve 165, the B-2 apply control valve 167, the sixth solenoid valve DSL in the supply system of the D range pressure P _D, solenoid relay It is located upstream of the valve 56 and the B-2 control valve 165. Then, the D range pressure P _D is supplied to the first B-1 apply control valve 171 and then to the B-1 control valve 155, and the first B-1 apply control valve 155 is supplied. The control valve 171 is the first in the supply system of the D range pressure P _D.
Is located upstream of the solenoid valve SL1 and the B-1 control valve 155. Therefore, the amount of oil leakage between the B-2 control valve 165 and the hydraulic servo B-2, and the B-1 control valve 155.
It is possible to reduce the amount of oil leakage between the hydraulic servo B-1 and the hydraulic servo B-1. Also, B-2 control valve 1
65 and the B-1 control valve 155 and the hydraulic servos B-2 and B-1 have no valve, so that the conduit resistance is small. Therefore, the first and sixth solenoid valves S
The controllability of L1 and DSL can be improved.

Next, a fourth embodiment of the present invention will be described. In addition, about the thing which has the same structure as 3rd Embodiment, the description is abbreviate | omitted by giving the same code | symbol. Further, FIG. 6 is referred to for the left half diagram of the hydraulic circuit. FIG. 8 is a right half view showing a hydraulic circuit according to the fourth embodiment of the present invention. In this case, the first as a shutoff valve
The B-1 apply control valve 271 includes the spools a and b, and the spring SP2 between the spools a and b. Then, the first B-1 apply control valve 271 is normally a spring SP2.
The left half position is taken by the urging force of the oil passage, and the oil passages L-11, L-
23, D range pressure P supplied via L-105
_D is supplied to the B-1 control valve 155 (FIG. 6) via the oil passage L-124. Further, since the first B-1 apply control valve 271 takes the left half position by the urging force of the spring SP2, the first B-1 apply control valve 27 is provided via the oil passage L-105.
The D range pressure P _D supplied to No. 1 is at the left half position with respect to the first B-1 apply control valve 271 via the first B-1 apply control valve 271 and the oil passage L-152. It acts like it is taken.

The B-1 control valve 155 is
The signal hydraulic pressure is supplied via the oil passage L-15, and the oil passage L-1
Adjusting the D range pressure P _D supplied via 24, B-
1 control pressure P _B1 is generated, and the B-1 control pressure P _B1 is passed through the oil passage L-125 to the second B-1 apply control valve 26 as a fail safe means.
Supply to 2. The second B-1 apply control valve 262 is a switching valve.

Next, the second B-1 apply control valve 262 selectively takes the left half position as the first position and the right half position as the second position. And the second
B-1 Apply control valve 262 of the oil passage L
-125, L-63 or B-1 control pressure P _B1 is supplied via oil passages L-125 and L-64, or hydraulic servo is supplied via oil passages L-57, L-65 and L-66. C-
1 hydraulic pressure (C-1 control pressure P _C1 or D
Range pressure P _D ) is supplied, the left half position is taken, and the oil passage L
B-1 control pressure P _B1 supplied via -125, L-67 to the first via oil passages L-71, L-203
B-1 Apply control valve 271.

In the embodiment of the present invention, the operating state of the valve is the same as that of the third embodiment, but when the second B-1 apply control valve 262 is switched to the right half position. , B1 control in place of the pressure P _B1, the first hydraulic pressure supplied to the hydraulic servo C0 as hydraulic pressure supplied to the B1 apply control valve 271 (C0 control pressure P _C0 or D range pressure The difference is that P _D ) is used. The hydraulic pressure supplied to the hydraulic servo C-0 is supplied to the first B-1 apply control valve 271 via the oil passages L-85 and L-201. Then, when the first B-1 apply control valve 271 takes the left half position, the oil passages L-204, L-
The first B-1 apply control valve 271 and the second B-1 apply control valve 262 are connected to each other by connecting the two 202. When the first B-1 apply control valve 271 is in the right half position, the oil passages L-204 and L-202 are shut off from each other. The hydraulic pressure supplied to the hydraulic servo C-0 is set to the first B-1.
The second B- via the apply control valve 271
Supply to the 1 Apply control valve 262 is
This is to prevent the first clutch C1, the fourth clutch C0, and the first brake B1 from being simultaneously engaged.

When the hydraulic pressure supplied to the hydraulic servo C-0 is supplied to the second B-1 apply control valve 262 without passing through the first B-1 apply control valve 271, the third speed is achieved. Second when
When the valve stick occurs while the B-1 apply control valve 262 of No. 1 is placed in the right half position, the hydraulic pressure supplied to the hydraulic servo C-0 is supplied to the hydraulic servo B-1 via the oil passage L-71. Will be done. In such a state, since the hydraulic pressure is supplied to each hydraulic servo C-0, C-1, and B-1, the first B-1 apply control valve 271 is switched to the right half position. Accordingly, the oil passage from the hydraulic servo C-0 to the hydraulic servo B-1 is not cut off. In that case, the first brake B1 is also engaged, and interlock occurs. However, in the present embodiment, it is possible to prevent interlock from occurring.

The present invention is not limited to the above-mentioned embodiments, but can be variously modified within the scope of the present invention, and they are not excluded from the scope of the present invention.

[0170]

As described in detail above, according to the present invention, in the hydraulic control device for an automatic transmission, a plurality of friction engagement elements and each of the friction engagement elements according to supply and discharge of hydraulic pressure are provided. A plurality of hydraulic servos for engaging and disengaging, a solenoid valve for generating a predetermined hydraulic pressure, and supplying the predetermined hydraulic pressure to a hydraulic servo selected corresponding to the gear stage to be achieved; and the solenoid valve. When the hydraulic pressure is supplied from the solenoid valve in the normal state and the solenoid valve fails and power cannot be transmitted, the hydraulic pressure is stopped and the fail-safe hydraulic pressure is generated. , Fail-safe means for supplying fail-safe hydraulic pressure to at least two hydraulic servos selected to achieve an arbitrary shift speed.

In this case, at least two hydraulic servos are selected in order to achieve an arbitrary gear when the power fails to be transmitted due to the failure of the solenoid valve. The fail-safe hydraulic pressure is supplied. Therefore, the power can be reliably transmitted by the automatic transmission, and the vehicle can be driven.

In another hydraulic control apparatus for an automatic transmission according to the present invention, a hydraulic pressure is further generated to supply the hydraulic servo other than the hydraulic servo selected according to the gear stage to be achieved. Sometimes, it has a shutoff valve that shuts off the supply of hydraulic pressure to at least one hydraulic servo among the hydraulic servos. In this case, all of the friction engagement elements corresponding to the respective hydraulic servos are not engaged, so that it is possible to prevent interlock from occurring in the transmission.

In still another hydraulic control apparatus for an automatic transmission according to the present invention, when hydraulic pressure is generated to supply hydraulic servos other than the hydraulic servo selected to apply the engine brake, , A shutoff valve that shuts off the supply of hydraulic pressure to at least one of the hydraulic servos. In this case, all of the friction engagement elements corresponding to the respective hydraulic servos are not engaged, so that it is possible to prevent interlock from occurring in the transmission.

In still another hydraulic control device for an automatic transmission according to the present invention, the shutoff valve is arranged upstream of the solenoid in the oil passage. In this case, the amount of oil leakage between the solenoid and the hydraulic servo can be reduced, and the conduit resistance can be reduced, so that the controllability of the solenoid can be improved.

In still another hydraulic control apparatus for an automatic transmission according to the present invention, the shutoff valve further includes two spools.

[Brief description of drawings]

FIG. 1 is a right half view showing a hydraulic circuit according to a first embodiment of the present invention.

FIG. 2 is a conceptual diagram of an automatic transmission according to the first embodiment of the present invention.

FIG. 3 is a diagram showing an operation table of the automatic transmission according to the first embodiment of the present invention.

FIG. 4 is a left half view showing a hydraulic circuit according to the first embodiment of the present invention.

FIG. 5 is a right half view showing a hydraulic circuit according to a second embodiment of the present invention.

FIG. 6 is a left half view showing a hydraulic circuit according to a third embodiment of the present invention.

FIG. 7 is a right half view showing a hydraulic circuit according to a third embodiment of the present invention.

FIG. 8 is a right half view showing a hydraulic circuit according to a fourth embodiment of the present invention.

[Explanation of symbols]

62, 162, 262 2nd B-1 apply control valve 66 Clutch apply control valve 67, 167 B-2 apply control valve 71, 171, 271 1st B-1 apply control valve a, b Spool B1-B3 1st to 3rd brakes B-1 to B-3, C-0 to C-3 Hydraulic servo C0 4th clutch C1 to C3 1st to 3rd clutch DSL 6th solenoid valve P _CO C-0 Control pressure P _D D range pressure S4, SL5 Fourth and fifth solenoid valves SL1 to SL3 First to third solenoid valves

─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Naoyuki Fukaya 10 Takane, Fujii-cho, Anjo City, Aichi Prefecture Aisin AW Co., Ltd. (72) Inoue Kano 10 Takane, Fujii-cho, Anjo City, Aichi Prefecture In-A-W Co., Ltd. (72) Inventor Yoshihiro Iijima 1 Toyota-cho, Toyota-shi, Aichi Toyota Motor Co., Ltd. (56) Reference JP-A-9-317876 (JP, A) JP-A-4-317 60271 (JP, A) JP 9-112677 (JP, A) JP 4-362359 (JP, A) JP 9-303545 (JP, A) JP 6-147308 (JP, A) JP-A-10-54456 (JP, A) (58) Fields investigated (Int.Cl. ⁷ , DB name) F16H 59/00-61/12 F16H 61/16-61/24 F16H 63/40-63 / 48

Claims (8)

(57) [Claims] 1. A plurality of friction engagement elements, a plurality of hydraulic servos for engaging and disengaging each of the friction engagement elements as the hydraulic pressure is supplied and discharged, and a predetermined hydraulic pressure is generated to achieve the predetermined hydraulic pressure. A solenoid valve for supplying to a hydraulic servo selected corresponding to the gear to be changed, and the solenoid valve
Supply the hydraulic pressure from the solenoid valve in the normal state of
If the solenoid valve fails and power cannot be transmitted, the oil pressure is not supplied.
To generate fail-safe hydraulic pressure.
And a fail-safe means for supplying fail-safe hydraulic pressure to at least two hydraulic servos selected to achieve an arbitrary shift speed. 2. The hydraulic control device for an automatic transmission according to claim 1, wherein the fail-safe means is a switching valve. 3. The switching valve has a first position for supplying the predetermined hydraulic pressure to a selected hydraulic servo, and a second position for supplying the fail-safe hydraulic pressure to a selected hydraulic servo. The hydraulic control device for an automatic transmission according to claim 2, wherein 4. The hydraulic pressure of the automatic transmission according to claim 3, wherein the switching valve is arranged between a solenoid valve and a hydraulic servo to which a predetermined hydraulic pressure generated by the solenoid valve is supplied. Control device. 5. When at least one of the hydraulic servos is generated when a hydraulic pressure is generated in order to supply the hydraulic servo other than the hydraulic servo selected according to the gear stage to be achieved, The hydraulic control device for an automatic transmission according to claim 2, further comprising a shutoff valve that shuts off the supply of the hydraulic pressure. 6. A hydraulic pressure to at least one hydraulic servo of each hydraulic servo when hydraulic pressure is generated to supply a hydraulic servo other than a hydraulic servo selected to apply engine braking. The hydraulic control device for an automatic transmission according to claim 2, further comprising a shutoff valve that shuts off the supply. 7. The hydraulic control device for an automatic transmission according to claim 5, wherein the cutoff valve is arranged upstream of the solenoid in the oil passage. 8. The hydraulic control device for an automatic transmission according to claim 6, wherein the shutoff valve includes two spools.